Safety Fast! August 2020 by MG Car Club

THE MARQUE OF FRIENDSHIP Â£3.95

VOL 64 No 8 AUGUST 2020

FOUNDED 1930

Geof frey Iley - Memories of his time at MG MG and the world Land Speed Record Breathe Deeply and Gulp SafetyFast_Aug2020_Covers.indd 1

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PARTS & ACCESSORIES FOR YOUR

ISSUE 26

ISSUE 25

MGA

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ISSUE 23

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MGB including technical advice and detailed schematics

Restore Maintain Modify

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TR5-6

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SPITFIRE

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E-TYPE including technical advice and detailed schematics

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Parts, tools & accessories since 1948.

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ISSUE 11

ISSUE 21

PARTS & ACCESSORIES FOR YOUR

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WELCOME

WIN A DIAMONDBRITE CAR CARE PACK

s things in the UK slowly return to the new normal, It’s great to see that there are now a few events starting to take shape for us to enjoy, all with appropriate measures in place to ensure our safety. Do keep an eye on the various Centre, Register, Branch and main Club websites for any additional events or changes to those events listed elsewhere in the magazine. Many people have been working hard on their cars during the past three months, finally getting around to those jobs that they have been putting off for weeks, months, or even years. I myself managed to get a lot of the small jobs I’ve been putting off sorted on my MG. One thing that is of concern, from some of the emails I’ve received, is the quality of some of the parts that people have ordered to replace originals. You may have read in John Lister’s article last month that the calipers he received had swarf around the pistons, so he sent them back and rebuilt his original calipers with quality parts from a well-respected company. Please support those Traders who advertise within Safety Fast! and are MG Car Club Trade Members; many have been trading for a number of years and are there to support you, the member. One such trader, picked at random, is Martin the Distributor Doctor who supplies quality ‘red’ rivet-less rotor arms. I know a number of people who have been stranded at the roadside in their classic MG due to the rivet failing in their cheap rotor arm. There’s nothing worse than being stuck by the side of the road waiting for the recovery truck for several hours due to the failure of a simple and relatively cheap part! So, if you do think the quality of a part received is dubious, speak to the supplier. Many will be happy to have the part returned, and will want to know the quality isn’t what you expected. It’s hard to believe the MGF is 25 this year, and with it the very, very clever VVC mechanism. Within in this issue, reprinted from March 1997, David Price explains how the VVC mechanism works in layman’s terms with the help of John McLean (MGF Power – Train Project Leader at the time) and Ian Methley (Project Engineer – Petrol Engine Design at the time). Enjoy. Until next month, drive safely. Andy Knott Membership Type

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Diamondbrite, manufacturer of award-winning cleaning products for automotive, motorcycle, leisure, and marine applications, have kindly donated one of their Car Care Starter Packs for one of you to win. This pack is ideal for those looking to get a vehicle shining to a thoroughly professional standard – all from the comfort of home. The pack contains: Max Foam Shampoo, Ruby Red Alloy Wheel Cleaner, Ceramic Glaze, Rinse and Shine, Interior Cleaner and a Microfibre Cloth – all packaged in a Premium SoftShell Bag. To be in with a chance of winning this brilliant prize all we ask is that you email us with your MG ‘Top Tech Tip’ that we can share with other members on our tech tips page within Safety Fast! There are some examples of tech tips in this issue on page 60-61. Email your MG ‘Top Tech Tip’ through to colingrant@mgcc.co.uk Colin will then pick his top tip and the winner will be notified by email by September 1. Good luck, and thank you for sharing your MG ‘Top Tech Tips’ so other members can benefit.

The MG Car Club, Kimber House, 12 Cemetery Road, Abingdon, Oxon, OX14 1AS Tel: 01235 555552 Fax: 01235 533755 E-mail: mgcc@mgcc.co.uk www.mgcc.co.uk

www.mgcc.co.uk

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JULY 2016 SAFETY FAST! 3 www.mgcc.co.uk

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INSIDE REGULARS 7 Club Matters and Kimber House News 8 News 10 Products 12 Postbag 16 Young Members Branch 60 Tech Tips 72 Race Torque 74 MGs on Track 75 MGCC Speed Championship 76 Out and About 78 Centre Updates 86 Register Updates 93 Classifieds 98 Looking Back

NEWSLETTERS

MGB GT V8 (Aconite 1157) owned by Peter Spurrs at home in the Peak District with Rushup Edge in the background. Photo: Peter Spurrs

44 Midget Newsletter 49 MGB Newsletter 54 V8 Newsletter

FEATURES

18 GEOFFREY ILEY – MEMORIES OF HIS TIME AT MG Geoff recalls his time as Assistant General

To celebrate 90 years of the MG Car Club, we’re tracing our roots

Manager at the MG Factory in Abingdon

30 THE SAVING OF MG TF NO 4 Håkan Sigemark and the trials and tribulations of his prototype MG TF

right back to the early 1930s and taking a look at the various publications the MGCC have used to communicate with their members. The front cover of this issue is based on the late 1990s/ early 2000s issue of Safety Fast! By the late 80s 12 Cemetery Road was looking to become the new headquarters of The MG Car Club, the chairman and Peter

39 MG AND THE LAND SPEED RECORD Dave Rowley on his time with the Bloodhound project in South Africa

Best had sought the opinion of the President, John Thornley, who

62 BREATHE DEEPLY & GULP

told them to “go for it” on the basis that the site value for flat

How the VVC Mechanism of the K Series

development provided a very good fall-back position if the Club

engine works, by David Price

failed to raise sufficient funds to restore the property. Fund raising continued unabated at national and local level, all being promoted and pushed through Safety Fast! with the help of the editor Paddy Willmer. The lottery raised

68 2020 SEASON-OPENER

£12,000 in 1988 (with a winning prize to the Monaco Grand Prix). The first reprint of a Gordon

MGCC race action resumes on the famous

Crosby painting owned by John Thornley of the MG 18/100 Tigress at Brooklands in 1930 was

Donington Circuit

launched that year with copies signed by John Thornley at £50, and this was followed by Bryan De Grineau’s painting of the MG K3 driven by Count Johnny Lurani in the 1933 Mille Miglia. Count Johnny Lurani and his wife were guests of honour at Silverstone on May 27-28 1989

77 AN MG IN PARADISE

and, again, freshly signed prints were eagerly snapped up at £50. But equally important was

Brian Woodhams and a chance meeting

the money collected at Natters and local events in Building Appeal Buckets, the initiative of

with an MG enthusiast in Hawaii

Dennis (The Bucket) Ogborn, or at sponsored events, not only around the United Kingdom, but throughout the world. All the above helped with the eventual purchase and renovation of 11-12 Cemetery Road, Abingdon.

www.mgcc.co.uk

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CHAIRMANS NEWS

y this point of the summer I was hoping for a bit more clarity as to where the Club might stand with our social activities, but large gatherings and weekends away with social groups of MG friends are still looking a way off. I can, however, tell you that our tremendously hard-working race organising team managed to deliver a superb weekend of Club racing and our

thanks must go out to all involved with delivering the meeting to a set of new Corvid-19 regulations and restrictions that were new to us and all of the three hundred competitors in the paddock. We have learnt a great deal about running an event under the current restrictions, so it will get less stressful in the future, hopefully. Our friends from Equipe Classic Racing, Mini and Morgan have given us lots of thank-yous and very positive feedback. There is a full report of the Donington weekend starting on page 68 of this Safety Fast! We are now looking forward to our weekend at Snetterton on September 5-6 with another large turnout of competitors expected. I thought I must mention to you all our planned October Council meeting and the Club’s Annual General Meeting. The Club’s Articles of Association as a Company Limited by Guaranty mandates that we hold our AGM each year. We do have the latitude under the Articles to extend this interval to fifteen months. We have been discussing alternative, possibly virtual, ways of running an AGM. Just to remind you, last year’s AGM was on October 26 so we have up to January 26 as our absolute back stop.

Having missed the March Council due the Corvid-19 lockdown, although we issued a report to Centres, Registers and Branches at the time, we feel that we really need to report back to Council and the membership on the position of the Club overall, as we have been confronted with a raft of unusual situations to deal with, due to having to manage the business through this most unusual of times. Council normally involves bringing about 80 people together, which I believe will be difficult in October at an indoor venue, so we will be issuing a further report in October on the status of the Club and an account of the activities undertaken since March. We will propose that we postpone the Council and AGM until the turn of the year and will consult with Centres, Registers and Branches on a number of alternative ways of holding the meeting. We will, of course, give the proper notice in Safety Fast! as appropriate, so we have a little time to work things out and see how the situation develops. Once again, I sign off with: Please keep safe, and I hope we can all start meeting up with our MG friends soon. Bill Sillcock

KIMBER HOUSE NEWS The Club had a special anniversary in July as it’s now 30 years since the opening of Kimber House on July 15 1990. This was a great occasion with many well-known names from MG’s past being present. It was a double celebration as the Club also celebrated its Diamond Jubilee. The opening ceremony was conducted by Lord Montagu and in attendance were John Thornley, Douglas Mickle, Peter Best, Ron Gammons, Bill Wallis, Will Corry (Club Chairman), Don Hayter, and Jean Kimber Cook, to name but a few. Announcing the opening of Kimber House in the 1990 August issue of Safety Fast! the Chairman, Will Corry, thanked all those volunteers who had contributed in giving their time and talents in bringing about the opening and said an Honours

www.mgcc.co.uk

SafetyFast_Aug2020_3-48.indd 7

board had been erected in the Club, which is still on display in Kimber House today. The opening was again covered in the September issue, where Will Corry proudly stated that the Club was opened by Lord Montagu and even though it was an intensely hot day the speeches went on for 45 minutes, after which the hundreds of guests present were invited to inspect Kimber House offices and see the many gifts the Club had received. He pointed out that the many ex-MG employees present were emotionally delighted at the sight of the MG Company sign back on the wall of the old company offices. Will thanked Don Hayter for the gift of a magnificent original picture of Phil Hill with EX181, which is still on display today. He was touched at the sight of so

many overseas members, especially from America, who brought their cars over to be part of a cavalcade of cars from Old Number One to Chris Baker’s Tigress to Peter Green’s (sadly recently deceased) K3. He finished off his report by thanking the Abingdon Works Centre for all the help they have given in the Club’s opening. Adam Sloman, MGCC General Manager, commented: “We’re tremendously lucky to have Kimber House and it’s thanks to the efforts of our members that we have such a tremendous place to call home. Like the Club, it’s grown with us over the years and is really something the MGCC can be proud of. We look forward to welcoming members and visitors back as soon as we can safely re-open to the Public.”

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NEWS TED DE LA RIVIÈRE NOVEMBER 24 1935 - JULY 19 2020 It is with much sadness that Ted de la Rivière passed away on July 19. Sally, his wife, was by his side together with other members of his family. Our thoughts are very much with the family. Ted was larger, literally, than life, ever the gentleman and his smile was welcoming to everyone. His battle with Alzheimer’s over many years was fought bravely and he became the old Ted when a bonnet was lifted and good advice given. A great friend to all that knew him and we at the MGC Register will miss him sorely. A full appreciation of Ted will be published in September Safety Fast!

NEW MG ZS – EVOLVED FOR LIFE! MG Motor is delighted to announce the launch of New MG ZS, a fantastic evolution of its best-selling B-segment petrol SUV. Originally launched in November 2017, MG ZS has been on the market for just over two-anda-half years. During that time, it’s become MG Motor’s biggest-selling car to date. Focusing on value-for-money motoring, MG ZS captured the imagination of buyers seeking a spacious, familyfriendly car, packed with technology yet kind on the pocket. New MG ZS retains all the strengths of the outgoing car but adds a number of design and technology features which take New MG ZS to the next level in terms of specification and valuefor-money. Reflecting the fact that almost all MG ZS buyers opted for the higher-spec versions, New MG ZS is available in just two well-equipped trim levels; Excite and Exclusive. MG is once again leading the segment in terms of value-for-money motoring, with the nicely appointed Excite version starting from just £15,495 OTR. Initially available in manual transmission only, automatic transmission versions will be launched later this year. New MG ZS is available to order now from your local MG dealer. MG has a nationwide network of 110 franchised dealers in the UK, and customers can find their local dealer at MG.CO.UK

8 SAFETY FAST! AUGUST 2020

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CAR RADIOS WILL WORK FOR ANOTHER TEN YEARS IN THE UK Listeners of popular radio stations such as Classic FM and TalkSport will be able to access their favourite analogue shows for another ten years, thanks to new plans announced by the UK Government. What is AM radio? AM broadcasting is a radio broadcasting technology which employs amplitude modulation (AM) transmissions. It was the first method developed for making audio radio transmissions and is still used worldwide, primarily for medium wave (also known as “AM band”) transmissions, but also on the longwave and shortwave radio bands. Media Minister John Whittingdale has recently set out how commercial radio will be licensed in the UK over the next decade so that listeners can continue to enjoy their stations of choice despite rapid changes in technology and radio listening. The Minister added: “These steps ensure there is no disruption for loyal listeners of treasured FM and AM radio services”. Nearly 60 per cent of all radio listening is now via digital devices, but analogue stations remain an important platform for millions of listeners who still tune into FM and AM radio services every day. GOV.UK Several FM and AM commercial radio licences are due to expire from early 2022. Provided the stations also broadcast on digital radio, the UK Government has decided to allow Ofcom to renew these analogue licences for a further ten-year period. Many classic cars have an original period-matching Motorola or Radiomobile radio from the mid-1970s. www.mgcc.co.uk

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PRODUCTS

This page is a free service so if you have a product that would be of interest to our members contact Colin Grant at colingrant@mgcc.co.uk

NEW 11 SPOKE WHEELS FROM MG AND AMC PARTS MGF, MGTF, and LE500 set of 4 Brand New 16” Alloy 11 Spoke Special Wheels. This is the last production run of these wheels, which are brand new boxed sets. The 11 Spoke Alloy Special Edition Wheels are produced in “Unique Silver Finish” (Hip Silver 712 Gloss) Made in England by Dynamics. The wheels are finished to a very high standard, ready to enhance the looks of your car. Priced at £425.00 per set, plus p&p £35.00. Shipped by DPD. For more information contact MG and AMC Parts, The Smithy, High Street, Southwick, Hampshire, PO17 6EB. Tel 02392 220222 or 07454 006080. Email: Enquiries@Mgandamcparts.com

NEW FROM MG AND AMC PARTS TWO NEW PRODUCTS FROM RPS Traditional tailpipe system for the latest MG3 (2018 onwards) This system removes the downturned end pipe underneath the MG3 and replaces it with a traditional-style MG Tailpipe and Heat Shield in Stainless Steel. It uses the existing exhaust system. NO bodywork modification required. Everything supplied for fitting. DOES NOT AFFECT WARRANTY IN ANY WAY. Priced at £89.95 plus p&p £8.47. For more information contact MG and AMC Parts, The Smithy, High Street Southwick, Hampshire, PO17 6 EB. Tel 02392 220 222 or 07454 006080 Email: enquiries@mgandamcparts.com

10 SAFETY FAST! AUGUST 2020

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First is a bonnet scoop for the MGB. This is designed to be fixed from underneath the bonnet as it has return flanges and therefore doesn’t have to be bonded on. Price for this is £42. The second product is a fibreglass adaptor plate to cover up the hole left on an MGB rubber bumper wing when using a chrome bumper indicator light. This was developed for use with RPS’s new Sebring-style valances but could be also be used on a chrome bumper conversion. Price for a pair is £14. For more information contact RPS Ltd, Tel: 07900 431244 or 07868 131906, Email: enquiries@rps-ltd.info Website: www.rps-ltd.info

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To order please visit shop.mgcc.co.uk email ineke@mgcc.co.uk or Phone 01235 849737 FREE

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POSTBAG LOOKING FOR KIMBER With the 100-year anniversary of MG Cars coming up In 2023/24 I started looking at very old film of the MG company’s history. There is quite a lot of good film around, but one thing that I’ve found is missing is film or audio of Mr Cecil Kimber himself. You can find film of William Morris (Lord Nuffield) George Eyston and many more but not Kim himself, and I would not

have thought him to be the shy and retiring type. Has anyone seen film or audio of Mr Kimber? The only film I have seen is at the Double12 race at Brooklands with him and a winning MG C Type. George Walter gwalternz@gmail.com

H H R R S A A M C W

FOOD FOR THOUGHT In the July 2020 Issue of Safety Fast! (Vol 64 No 7), Shaun Nelson wrote an excellent, thought-provoking article on ‘Food for Thought: Motoring for the Future’. He was considering how to reconcile our love for classic cars with the pressing needs of climate change. Firstly, I applaud his arithmetic. Also, he has been conservative on one issue: like people, trees do not grow at a constant rate. On average, most of the absorption of CO2 occurs during the initial decades of a tree’s life. In other respects, I have reservations about his sanguine conclusions. Basically, it does not make sense to offset this year’s carbon production against the 40-year lifetime of a tree. Global warming is an urgent problem that must to be fixed within the next 10 years to have any chance of success. The planet is already out of the safe zone with the concentration of CO2e in the atmosphere, its rate of increase and the consequential rate of increase of global temperature. CO2 concentration is currently 415 ppm and increasing continuously at about 2 ppm per year. There is now a 93 per cent chance that global warming will exceed 4°C by the end of this century. The safe limit for the planet is considered to be less than 2°C. It is also optimistic and unrealistic to assume that investing in companies such as energy companies that claim to invest in green energy projects actually produce the results claimed. This is a paper transaction with no guarantee that the money assigned will result in the carbon savings promised. Pre-COVID-19, there were so many airlines, vehicle leasing companies,

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oil companies, energy companies, etc. claiming that they are net-zero carbon and/or are only promoting renewable energy that it is impossible for them all to be right. With strong justification, Professor Berners-Lee (see reference below) refers to this as “the great green tariff swindle”. So what’s to be done? Firstly, we need to be far more radical in our thinking, recognising at the outset that classic cars – as well as many other additions to our lives – are not good for the environment. If we choose to run classic cars, then we must recognise our extravagance. To counter this, we should strive to make disproportionate CO2e savings in other aspects of our lives. One large plus is that our cars exist. Therefore there is no new carbon price to pay for manufacturing the car, unlike a neighbour, who has just bought a new Range Rover Discovery, which produced 35 tonnes of CO2e during its manufacture. We do not need to worry about offsetting this 35 tonnes at the outset, only – as Shaun Nelson points out – for the petrol, tyres, lubricants, running repairs, etc. To offset the CO2e that our classics

create, we must therefore reduce our carbon footprints in the here and now, in other ways and by significant amounts. There is the usual list: improve home insulation; replace oil/gas boilers with heat pumps; buy less stuff; reduce any travel that involves flying... Classic car owners are invariably ‘engineering minded’ – otherwise the frustrations of classic car ownership would cause insanity. That attitude needs to be extended to energy consumption areas other than classic cars, such as: • Install solar panels – for example, my 3.99kW installation of imperfectly positioned domestic solar panels currently produce a carbon saving of about 1.07 tonnes CO2e annually. Unlike trees, the constant reduction of CO2e is immediate and will offset the impact of 2,000 annual miles in an MGA or MGB. • If you want to enter a bigger league altogether then consider a wind turbine – but good luck with the NIMBYs and the planning authorities. (If anyone is interested, I can provide exhaustive details.) • Ensure your day-to-day motoring is carbon efficient. My usual car is a 4th generation Toyota Prius that averages 68mpg! The disparity between this figure and the 23 mpg for my MGA 1600 Mk 2 does concentrate the mind. It means that when driving the MGA, it is important to cherish every mile. My additional references are many, but mainly “How Bad Are Bananas – The Carbon Footprint of Everything” Mike Berners-Lee. John R. Oliver

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24/07/2020 14:24

A R H O R O F F F

A A A F S R O

BROWN & GAMMONS FIRST FOR EVERYTHING MG! MGF/TF

Horn mount brackets, St/Steel YEB100800SS £7.15 Horn mount brackets, St/Steel, Black YEB100800SSB £7.80 Radiator Top Mount, St/ Steel ABU460310SS £8.35 Radiator Top Mount, St/ Steel, Black ABU460310SSB £9.55 Subframe Mounts, Solid Type. 2 bolt KGE000110 £23.95 ABS mount Bracket, St/ Steel SRU102100SS £40.75 ABS mount Bracket, St/Steel, Black SRU102100SSB £47.95 Modified Clutch arm UTC100100R £39.00 Clutch Alignment Tool BGF205 £16.75 Water Low Level Sensor Kit BGF1111 £167.95 Hood Modification Straps, pair DJE000010Z £25.98 Alloy Heater Knobs, set of 3, polished or Satin, For MGF or Late MGF (2000 on) and TF. Please state which you require. BGF9021-24 £36.50

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Exhaust to Gearbox Bracket 128742 £23.64 £23.95 Dynamo Adjuster Link AAA5831 Spring Starter Motor Bracket 53683 £14.95 Clutch Return Spring to Sump Bracket AAA5800 £10.20 £12.90 Uprated Gear Lever Spring 11G3144 £13.19 Rear Spring Shackle Plate AAA854 £91.20 Steering Wheel Boss MLB8BG Electronic Distributor, neg earth, without gear 27H5138CSINE £330.00 27H5138CSIPE £330.00 Electronic Distributor, positive earth £47.95 Heatshield GAC1036

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19/05/202016:21 15:58 25/02/2020 24/07/2020 14:24

2016:21 15:58

POSTBAG SEAT SOLUTIONS I was interested to read the article on refurbishing the seats in the MGF – modern compared to my experience. Our 1958 ZB Magnette Varitone has been in our possession for 51 years but unfortunately, after failing its MoT test in 1974, it spent the years from then to 2006 in various ‘care’ homes. Initially it was in the garages of our first two houses, then we bought three derelict cottages to restore in 1982 and the ZB took refuge in a neighbouring farmer’s barn for five years, accepting with grace the decorations donated by the local birds, until we had a garage built in 1987. The seats then spent some 19 years in the loft with no attention whatsoever until we decided in 2006 that it was time to restore the car. The car itself was made to look splendid by Magnette specialist John Shorten, but the seats remained untouched and a bit sad until I could cope no longer with their appearance. In 2016, whilst at MGLive!, I came across the Leather Repair Company referred to in the article last month and spoke to MD Richard Hutchins. I asked him if he had some adhesive I could use to effect a temporary repair until I saved up the £5,000 I’d been quoted to refurbish all of the seats. When he asked what I wanted to do, we then entered a sort of pantomime conversation: “You don’t want to do that,” he said. “Oh yes I do,” I replied. “Oh no you don’t, we can fix it,” was his riposte, at which point I said: “Well, it’s just behind you, come and have a look at it.” So he did! His comment, in spite of seeing that you could get a full hand inside one of

www.mgcc.co.uk

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the rips in the front passenger seat was: “Yeah, we can fix that.” He quoted me what I thought was the ridiculous price of £500 for the two front seats and £350 for the rear, less than 20% of the full reupholstery job I’d been quoted. The other most significant point Richard made was that the car would still have the leather it had when it left the factory. In October of that year, not without some concern, I took the full set of seats to Hull on our way from Lincolnshire to our native northeast, saying I was in no rush except for March 2017 for the Drive-it Day in April and the year’s upcoming events. So it was in March 2017 we went to Hull to collect the seats which we had only seen in progress by photographs sent by email. It is difficult to describe our surprise and delight at what we saw. The seats looked as if they had been lovingly cared for since new – quite the contrary, of course. Getting home to fit them was eagerly anticipated and our delight was not diminished. I hope the pictures illustrate why. It is possible to see the years of use the leather has had but this only adds to its appeal, as any Antiques Dealer will tell you about something old and loved. Not only had the rips gone but stitching had been repaired as necessary and the colours

were unbelievable, matched to parts of the leather that had not seen the light of day since manufacture. The process involved removing the covers entirely where necessary, cleaning and softening the leather as can be seen in some of the pictures, then recolouring. As your article points out, you can buy the materials to do the job yourself, although I thought this was a step too far for my skills. We have now had three seasons’ worth out of the seats and they show no signs of deterioration, in spite of a 2,030mile round trip to Switzerland in 2018 for the European Event of the Year, in temperatures consistently in the high 30s and a general annual average of 3,500 miles. Even if I were to get the work done every five years I would not reach the original re-upholstery cost after five goes, by which time I would probably be well past being able to see clearly! I would always hesitate to publicly endorse any product, but our experience with this work by The Leather Repair Company has been one of total satisfaction and certainly worth investigating by others wanting to restore the inside of their cars. Barrie Hope

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YOUNG MEMBERS

Shaun Nelson shaunnelly@hotmail.com

YMB UPDATE A

s the days have turned into weeks and the weeks have merged into months, I hope many of us have found the time to do something we would have otherwise struggled to fit in. I, for one, have finally managed to take my Land Rover daily driver off the road and give it the work it has so long deserved – increasing its steel content by a good 20% at least! I’ve also got round to sorting some flaky cabin wiring in the MGB; but to be honest, as time has gone by and my bedroom has slowly become my office, keeping the enthusiasm going has sometimes been difficult. So, let us take a moment to celebrate our achievements, and showcase some of those made by members of the Young Members Branch. At first, I thought I needed to merely replace my front shocks, but after a close inspection this turned into a full strip and re-bush of the whole front end – my first major mechanical project on the B GT! The first side took some time to strip due to seized parts, but the repeat on the other side proved easy with my newfound experience. Painting and underseal were the most time consuming due to the prep involved, but it was certainly the striking change to the car from this project, especially the gold brake callipers. Reassembly was testing and took

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concentration. There were lots of things to remember; nuts, washers, grease, split pins etc, but we got it together after four weeks on and off, and the new assembly looked glorious and the car now drives like a dream! – John Gallop My time off from work gave me a chance to address some annoying little jobs that I had been putting off for months – and I think the previous owner had been putting off for years. The driver and passenger windows’ weather strips were both split and let water into the door, and the driver’s window winder was so tight you needed to be the Incredible Hulk to even attempt to wind it up. I started to strip down the door and found that the felt in the runner had never been changed and had worn though to the metal

behind. As well as that, the regulator looked like it hadn’t been greased since the car rolled off the production line. I started the rebuilding process with freshly painted brackets and runners combined with fixings. It went in quicker than it came out. The new weather strip was fitted with the quarterlights out and the help of a tool I made to attach the clips. I then attached the window onto the runners, a few adjustments, and job done! – Iwan Jones With events like motorsport finally beginning to re-emerge, and social life taking its first few baby steps back to normality, I’d like to finish with the words of Lennon and McCartney: “I’ve got to admit it’s getting better, a little better, all the time.”

www.mgcc.co.uk

24/07/2020 14:24

MERCHANDISE

KIMBER STORES Wooden Bits and Bobs box £20.00 each

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Ladies linen caps £13.50

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To order please visit shop.mgcc.co.uk email ineke@mgcc.co.uk or Phone 01235 849737 www.mgcc.co.uk

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FEATURE

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www.mgcc.co.uk

24/07/2020 14:24

GEOFFREY ILEY MEMORIES OF HIS TIME AT MG By Colin Grant

When John Thornley was appointed General Manager of the MG factory he realised he needed a Deputy to help with the day-to-day running and found just the man in Geoffrey Iley. We invited Geoff along to Kimber House to tell us about his time at the MG Factory.

eoff was born in September 1928 in County Durham. During the war he went to school at Oakham School in Rutland. The headmaster allowed Geoff to miss prep on a Friday evening for a whole year to enable him to go to technical college at Melton Mowbray to study technical drawing. He also studied for his A levels and an engineering degree while he was still at school. This gave him a yearâ&#x20AC;&#x2122;s jump over all his contemporaries. Geoff then went on to join Wolseley Motors as an engineering apprentice. After three years he was able to take a Nuffield Scholarship degree at Birmingham University. In 1947 he then moved on to the Planning Department at Morris Motors. But after a while he felt his career should have progressed and he should have been offered a post on the Board. So in 1948, through a contact of his father, he moved on to Stafford Steel Construction Co as a Production Engineer. The employment here appealed, as by this time he was married, and the job came with a small flat.

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The MGTF which was still in production when Geoff joined the factotry

Geoff recalls: In 1954 I had a phone call saying that if I went to the October Motor Show and visited the Nuffield stand I may hear something to my advantage. So a time was arranged and I went along and visited the stand and was met by a gentleman called John Thornley. After a long discussion I was offered the job as Assistant General Manager at the MG factory, which I immediately accepted. I then moved from my flat and came to Abingdon, but not before my wife had our first baby. I started at MG on January 1 1955, and on arrival was taken to John Thornley’s office and introduced to the other senior members of the factory, including Syd Enever, Cecil Cousins and around 18 others. I also met a chap called Emsley Smith who was going to take me under his wing and show me the ropes. He had the nickname of ‘Hitler’ Smith as he would go round the Nuffield factories instilling

fear in the foreman. On one occasion he was inspecting a factory and when he walked along the line there was no one at their stations as they were obviously taking a break. But he found one chap sweeping the floor and he said to him: “Well, as you’re the only one working I am promoting you to Foreman as of now!” John Thornley and I hit it off straight away and we became good friends – in fact John became Godparent to my son. Going back to my first day, I was given an office on the ground floor having a view out onto the orchard, with my Secretary’s office just nearby. My office was long and decorated with various motoring prints. My desk was a huge roll top desk, and there was a beam across the ceiling which had a truncheon held by two brass hooks, and there was a plaque next to it which read “This truncheon was used by Sammy Davies to control the Riley team at the Ulster TT in 1928”, and the carpet in the room was from the original Riley Board room.

American Visitors Very often we would get American visitors and they made a big thing that MG were a small car producer right out in the heart of the English countryside. The Americans lapped it up and were amazed that they drove up a road next to a cemetery, and when going into my office they looked out on an orchard with ducks and geese wandering around. They just could not believe it. And just to play the part, I would pick up a copy of Country Life (magazine) and be reading it when they came into my office.

At around that time I had a Riley Falcon with a pre-selector gearbox and used to take these visitors out to lunch. They had never seen a pre-sector gearbox and when trying it out could not get the hang of it at all. One day I had a call from the gate and was told there was an American visitor there who would like to look around the factory, so they sent this guy up and we had a cup of tea. He said he lived in California and had seen an MG TC and liked the look and style of this quintessential British sports car so he bought one, and thought it would be great to see where they were built. I then offered to show him around and gave him the full VIP tour, including a quick look in the competitions department. I asked him where he was staying and he said in Europe and it turned out he had flown from Geneva to Heathrow, rented a car and come to the factory. He was then going back to Heathrow and flying back to Geneva to pick up on his trip. I found this amazing as he wasn’t even a member of the MG Car Club, but felt what other brand of car would inspire someone to do that. On another occasion I had some MG Car Club American visitors whom I showed round. I strictly told them no picture taking but I caught one chap taking pictures of the prototype Austin Healey Sprite, so I quickly reprimanded him and took his camera off him, removed the film and ejected the whole party.

Bletchley Park and Le Mans In the accounts department I had a good friend called Alfred Smith. His deputy was called Morag McClellan an ex-Wren,

MGA production line 20 SAFETY FAST! AUGUST 2020

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www.mgcc.co.uk

24/07/2020 14:24

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Factory MGA team off to Le Mans

who had a friend, also an ex-Wren, who was the chief cashier, a Miss Wakelin. The name McClellan cropped up in a TV documentary about Bletchley Park (this was the principal centre of Allied codebreaking during the Second World War) and so I visited Bletchley in 2018. Whilst there I saw a list of names of people who had worked there and both ladies’ names appeared on that list. No one at the Factory ever knew. When I first arrived at the Factory the TF was still in production, and the last of the Rileys were being produced. John Thornley said to me that he would be looking after publicity, relationships with Cowley, sales and service, the MG Car Club, design, development and racing, saying that this was his patch and anything else was mine. So I effectively had the Factory to look after. During this time we were developing EX182 to appear at Le Mans. Unfortunately, whilst at Le Mans, Dick Jacobs had a crash and shortly afterwards a Mercedes crashed, which

MGA publicity photo taken at Abingdon 22 SAFETY FAST! AUGUST 2020

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killed and injured many people. The next day the Daily Express carried a story that Dick Jacobs had been killed. But what had happened during all the confusion was that a small medical team had got Dick out of his crashed car and had taken him to a convent and left him there. So of course no one knew where he was. Therefore John Thornley went out with the Nuffield works Doctor and a couple of nurses in a chartered plane and finally tracked him down at this convent. They found he was in a bad way with cracked ribs, burns and other injuries. So they virtually hijacked him from this convent and flew him back to RAF Abingdon for treatment at a hospital in Oxford. I was there at the airfield when they returned and he looked in a very bad way but happily made a full recovery.

out for a drive. He asked if he could drive it. He drove it very spiritedly and there is an amazing picture that they took of him going round a bend at speed near the Dog House pub and I believe it was used on the front page. Much of the welding for the MGA chassis was done at the factory, whereas before we bought some chassis in. MGAs really took off in America and the demand outstripped our production capability, so I had to ponder on how to produce more cars. At the time, we were producing 250 cars a week, that’s all models, Magnettes etc. The MG assembly track was manual and the system of payment was an unusual one whereby the men were paid piecework – i.e. an amount for the set of tasks they did on every car that went past their work station. The men liked this form of working as when they had completed their target for the day they could go home and it created a great atmosphere. I was the envy of the managers within the BMC group because at the time this system was only used at the MG factory and we were the only factory that always hit its targets. Once a week I would have a meeting with the three shop stewards representing the various unions and we all got along well and easily sorted out minor issues.

The MGA The next thing I remember was the launch of the MGA. The first person invited to see the car from the overseas press was a John Carol of Sportscar Illustrated. We went

MGA and Magnette production lines www.mgcc.co.uk

24/07/2020 14:24

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19/11/2018 13:46 24/07/2020 14:24

Geoff Iley talks to David Knowles at Chobham

Strikes and their effects on the MG Factory At one time there was a major strike throughout the British Motor Corporation. It mainly affected the factories at Austin and Morris where they were going to lay people off with no negotiations. So I had a word with our shop stewards. The chief one was the General and Municipal shop steward who said they had to put round a ballot but unfortunately they kept losing the ballot papers, which meant they weren’t in favour. But the chap from the N.U.V.B. union said: “I am very sorry Mr. Iley but I shall have to go on strike because I am on the Oxford District Strike Committee so I am terribly sorry”. However, he did not take any members out with him! So we kept production going for a week until we ran out of parts. During this time we had heard a rumour that one of the unions was going to send busloads of strikers down to Abingdon from the Fisher and Ludlow plant to picket the MG workers to come out on strike. Anyway, one day a small group of three people turned up at the gate and I was sent to confront them, thinking they were this bunch of strikers. So I asked them what I could do for them and they replied that they were from ITV news and were there to take pictures of the gallant chaps who ignored the strike,

which they duly did. So that was the extent of the so-called protest and the chaps from Fisher and Ludlow never did arrive. All motor manufacturers had ‘moles’ whose job it was to go into factories of the major suppliers such as Smiths, Lucas etc. to book parts they wanted onto their lorries for their assembly lines. We had our own ‘moles’ at Abingdon and a chap called Threadgold was the guy at Smiths who controlled this activity. He was one of many, as other manufacturers had people in the same position. We really had to pander to these guys and would take them out to lunch, which was all part of the charm offensive that you had to have to keep your tracks running.

The Launch of the Twin Cam Next thing I was involved in was the MGA Twin Cam. John and Joanne Thornley were going to do a trip to America to visit various branches of the MG Car Club and ending up in New York at a big dinner where he planned to announce the MGA Twin Cam. In the meantime I was trying to make enough cars for the press launch, and of course when they were ready we needed to run them in, so we had teams of drivers from the comps department doing this. But what we found was that after some were run in at high cruising speeds we had terrible engine vibration, but not in all cars! So, we rented an airfield at Grove, near Wantage, and ran the cars day and night and picked out the good ones that didn’t display the problem. We ended up with ten suitable cars ready for the press launch.

Eventually the problem was found to be that Engines Branch was not able to balance the flywheel, clutch and crankshaft assembly dynamically as a unit. They could do the flywheel and clutch and they could do the crankshaft, but not the three together, so they couldn’t guarantee that every car was in balance. Eventually they found a machine that could balance the assembly dynamically as a complete unit and the problem was solved. But in the meantime we were stuck with this problem. But what about the press launch? We rented an area at the Army Proving Ground at Chobham, near Bracknell, where they had a high-speed track and we took ten good cars. We had refreshment tents and the Morris Motors band playing. The press turned up, with each of them taking turns heading around the track in the Twin Cams. Much to our relief the cars were running well. One of the journalists said who’s going to be the fastest of the day. Paul Frere put in the fastest time and John Bolster second with me third, all good fun which we thoroughly enjoyed. So all went well until it was time to go home and we found we only had nine cars. On looking round the circuit we found a car had been wrapped around a pylon. What had happed was that one of the mechanics had been asked by a cornet player from the Morris Motors Works band for a spin around the track, and unfortunately he had taken a corner too fast and went into the pylon. The bandsman had broken his pelvis and we had to call for an ambulance. Following this we had no end of trouble with the Musicians Union.

60th Anniversary of the Twin Cam Press Day in 2018 at Chobham

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www.mgcc.co.uk

24/07/2020 14:24

MGA Twin Cam press day 1958 at Chobham

Twin Cam publicity picture taken at Little Whittenham

We needed a sectioned drawing of the Twin Cam engine for the Autocar and Motor magazines. Our usual artist was booked completely up and couldnâ&#x20AC;&#x2122;t do the work for some time, so John Thornley asked me to find someone else. Anyway, after much searching I found a guy who amongst other work specialised in producing sectioned drawings of very highclass toilets. When I met him he showed me his portfolio. One in particular caught my eye as it had a device that once you had done your business it automatically took care of the next process. Apparently, to test it they enlisted the help of a vagrant and offered him several bottles of scotch. The tests proved successful and the toilet was installed in the aeroplane of a Saudi Prince. The work he did for us was excellent and John was very pleased.

Twin Cam Woes Meanwhile we had the production of the MGA which was selling well, together with the Twin Cam which unfortunately had serious engine issues. The problem was the failure of the valves and piston crowns. The source was found to be the carburettor mounting which at certain speeds caused a harmonic vibration which shut off the needle valve, weakening the mixture and in turn causing a weldinglike flame in the combustion chamber which melted the piston crown. With the mounting design changed, together with other modifications, the problems were solved. But by this time the damage had been done, and due to the high warranty costs and its poor reputation it was soon withdrawn.

Americans were using, and I thought it would be ideal. I found out that they had their own MG Car Club. Anyway, contact was made and we invited them to a VIP tour of the Factory and then took them to the Crown and Thistle in Abingdon for lunch. After that I think we could have taken over the whole base, had we wanted to! The American Base Commander invited us to visit the base. He showed us around and we found the runway was perfect for what we wanted, being two miles long. I then popped the question: could we use the runway to test run our car to check out its drag effect. This he readily agreed to. On the day we were all set up, started the car and off went our test driver,Tom Haig, but he stalled it so we had to push start it which totally knackered us. While this was happening, we noticed that several large transport planes were circling above us,

Twin Cam publicity picture taken at Dorchester-on-Thames

Twin Cam Cutaway drawing

and we were then approached by the base Commander who asked if they could have their runway back for a short while to allow the planes to land. After they had landed we carried on with our testing. The planes contained American servicemen, who could not believe what we were doing.

EX181 driven by Tom Haig being tested at USAF Brize Norton The Base Commander with the MG team at USAF Brize Norton

Testing our Record Breaker The EX181 record breaking car, which Syd Evever and I had been involved in, needed a testing ground to do some final tests and John Thornley asked me to find a suitable airfield with a long runway. I found just the place at RAF Brize Norton, which the www.mgcc.co.uk

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One of the first 250 ZA Magnette’s made

Factory Expansion and Maintaining Parts Supply Because of demand we needed to expand the factory and had to build another building to house rectification and extend another. This enabled us to increase our production. As a matter of interest, this increased to around 1,000 a week by the time I left, and this was brought about by two things: having the extra space and the continuity of parts supply. Along with the MG model production we were also producing the Riley Pathfinders, which was a mid-size family saloon. This had various technical issues, one being the braking system. We were using two suppliers, Girling supplied the brake parts, and the servos were obtained from another manufacturer. Both blamed each other for the problems we were experiencing and I don’t remember ever getting the problem fully sorted out. In those days we were producing around 12 Pathfinders a week, but getting any parts to build them was always a problem. The reason for this was that the parts produced by our suppliers were used by various other manufacturers and the Pathfinder always seemed to be at the bottom of the list where parts were concerned. The chassis production for the Pathfinder was done by a contractor 26 SAFETY FAST! AUGUST 2020

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called Thompsons and we had various modifications applied to these on what seemed to be an ongoing basis. They totally ran out of patience with us, and because of this we ran out of chassis. In view of this, I got in my car and drove to the factory. I turned up when the night shift had started. I talked my way past the guard on the gate and went in and found the guys who welded and painted our chassis. They were at the time producing Land Rover chassis but I persuaded them to produce some chassis for us. I told them to make sure they were painted, but they said they couldn’t as the paint shop was closed on the night shift. So we went and broke the lock off the paint shop door, and they painted them for us. They were delivered the next day. I had quite a backlash from the MD of Thompsons but I was content as I had my chassis. In those days it was all part of the job, using what was at your disposal and almost any method to get the parts you needed to keep production going!

The Austin Healey and Fun in a Magnette The Austin Healey Sprite came about after BMC decided they needed a small sports car in their range. Syd Enever came up with a design that was costed out,

and at the same time Donald Healey had the Sprite which was in the running. The Sprite came out £10 cheaper to produce than that costed for the MG, so the Healey was given the approval. I felt the hierarchy didn’t want it to be an MG so massaged the figures to make sure it didn’t get the go-ahead. We were always at loggerheads with them. Getting the Sprite into production was a nightmare and getting the initial parts caused problems. Eventually we made some cars and tested them. But whilst testing them they broke their backs. Syd Enever, who was an excellent engineer, spotted the problems in the design. This was brought to the attention of the BMC management. But we were told to get it sorted out or we would lose the right to build them. Syd came up with a solution, which was to weld additional strengthening to the body, which got the cars in production until the modified units were produced. The Magnette was a very fine vehicle. Strangely enough, I never owned an MG myself as I always had cars at my disposal, but I used an early Magnette 1500 in a hillclimb event, but because I was suffering with flu didn’t do very well, but I loved that car. One day I was driving back to the factory in the Magnette after a visit to one of our suppliers, and I have to say I www.mgcc.co.uk

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www.mgcc.co.uk

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found they were flower pot producers who just happened to make a few items for the car industry from a ramshackle shed at the back of their factory. I immediately cancelled the order and bought in some tooling so we could make them ourselves. But what I had forgotten was that this was Cecil Cousins’ territory. He was very upset but soon forgave me and we continued to be good friends.

MGA Hard Tops

Magnette pictured at the Crown and Thistle Abingdon

wasn’t hanging around, when a car came up behind me who I thought may be an unmarked Police car so I slowed down. Next thing I knew was the car flew by me, so I thought “I’m not having this” so gave chase. We came to a village that had S-bends in it and on the last bend I overtook him, but as I came round the final corner I saw three cars stationary waiting for a herd of cows to cross the road. I immediately braked and the car was going sideways. I managed to get some sort of control and went by the stationary cars without making contact. But as I approached the cows, still at speed, they parted like the Red Sea in the Bible, all bar one at the far end of the herd. By the time I got to her I had almost stopped and am pleased to say she only suffered a bruised nose and the car was unscathed. Unfortunately, my registration number was taken by one of the waiting motorists and reported to the police. They decided not to prosecute me, but the Farmer was, due to him taking a herd of cows across an ‘A’ road which was illegal.

Power Struggles and Good Relations We had amazing battles with the powersthat-be on what we were doing at MG. 28 SAFETY FAST! AUGUST 2020

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It was felt that whatever badge was on a car, it was to be built at the respective factory. But along came the Wolseley 1500 and Riley 1.5. It was felt that the Riley should be built at Abingdon as we had been building the RM range and the Pathfinder. The bodies were of monocoque construction, which we had to adapt our system to for production, but after producing around 140 it was decided to move the build to Longbridge alongside the Wolseley version – something we all felt should have happened in the first place. But this left a gap in our production at Abingdon so they gave us the job of building the Healey 3000, and that’s how they came to be built at Abingdon. I always look back on my times at MG with great affection, working with amazing people most of whom became personal friends. But on one occasion I did upset Cecil Cousins, who happened to be a nice chap. We were getting a couple of panels produced from a supplier for the Magnette, who unfortunately stamped them with the necessary holes in the wrong place. They were contacted and asked to correct them. This they did, but by getting one hole correct they stamped another incorrectly. I got fed up with this so went to see them. To my amazement I

I remember a time when we had trouble getting a regular supply of hardtops for the MGA from Ferranti in Colwyn Bay. I got fed up with this so arranged to visit them to get the problem sorted out. I stayed in a huge hotel in Llandudno that had around 600 rooms, but when I went down for breakfast there were only three of us there. Anyway, I went to see Basil Ferranti at his Manor House. He showed me all his trimmings of wealth, fast cars, helicopters, yachts and so forth, and took me for a nice lunch. He then took me in his Aston Martin to the factory and showed me around. We then had a discussion about the supply issues with the hardtops, but he took offence at being pressurised by this young upstart and said in no uncertain terms that I would not get any! But we did in the end get a trickle, but I felt we needed a change of supplier. I found a motorcycle sidecar manufacturer called the Watsonian Sidecar Company Ltd, in Birmingham, who was interested in producing them and I arranged a visit. They had an amazing set-up with a production line system for making their sidecars, and readily agreed a contract to supply us our hardtops. After some teething problems they became very proficient at producing them and they maintained a constant supply.

My Farewell I left the Factory in 1958 and moved to a position as Production Manager at Morris Motors, Cars Branch, at Cowley, and was succeeded at MG by a fellow called Les Lambourne. I have very fond memories of my time at MG, something I will always treasure. www.mgcc.co.uk

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FEATURE YOUNG MEMBERS

t all started with an email from our dear MG friend Adrian Clifford on the evening of July 23 2016. Adrian said that MG Specialist Martin Smith had bought huge amounts of spare parts and cars directly from the MG Factory at Longbridge and to contact Martin, as he was offering many items at very attractive prices. We asked Adrian what cars were in the shipment and he replied there were some very interesting cars, including press cars and a special LHD prototype with very low VIN and in an unusual colour, which could be Copper. He had some information about the first five production cars which says that this car, No: 4, was used as a dealer mechanics service training car at Longbridge. That could explain why it was in the condition it was when we first saw it. We asked Adrian if he could send some pictures over, and when we saw them we thought the car looked amazing. He also said that there were people in Europe showing interest in the car, and

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THE SAVING OF MG TF NO 4 Pictures and words by Hรฅkan Sigemark and Lotta Hollstrรถm

Meeting with Martin Smith and viewing the car

www.mgcc.co.uk

24/07/2020 14:25

Interior showing white storage box cover

could therefore be sold very quickly. We had recently purchased a rare MG TF Vintage Racing model, being No. 24 out of 30 produced, and thought it would be nice to add another rare car to our collection. We decided to buy the car unseen and made contact with Martin. We were successful as we were the first of the interested parties to make the decision to buy the car. At the end of August we flew up to Birmingham and drove to Martin Smithâ&#x20AC;&#x2122;s premises to look at the car and complete the purchase. The car was amazing and especially the colour of copper, which we liked very much. As this was a prototype we understood it was not directly from the production line, so there were differences to a standard production car. The storage box between the seats was finished in white and the front bumper was all in one colour without the black insert. We could not drive the car, but could connect a battery and see the mileage, which was only 21km! We found the car to be very unique and we arranged for a complete service to be carried out, including a new battery, tyres, cambelt, water pump, etc. which was carried out during the autumn. The only problem that really worried us was the complete lack of official

www.mgcc.co.uk

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Blue door card and LE500 footplates show its factory provenance

The Vin Number indicates a 2007 build

documents for the car, as we only had an invoice from Martin Smith. We wanted to take it to Spain where we live, but were informed that we first had to have it registered in England and have a number plate allocated to it before we could

export the car. We therefore arranged storage locally to Martinâ&#x20AC;&#x2122;s premises whilst we looked into this problem. Now we slowly started to dig into the paperwork. We met a sales person at MG Motor, Longbridge, and he had bought an

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LE500 directly from the factory, storing it in his garage in Birmingham. He also had no paperwork for his car. He said he was making enquiries with staff at Longbridge regarding this, but unfortunately we lost contact with him as he left the sales office before we heard back from him. We started to make contact with several people in Europe but no one had ever been in this situation. Due to work commitments we did not manage to find out any more information. But then at the beginning of 2018 I was in UK and met my dear MG friend Paul Plummer. We talked over my problem and he said he would be willing to help. He offered to garage the car near to where he lived in Kenilworth and to start looking into getting my car registered. So we moved the car to Kenilworth, which was also much better for us as it was closer to Birmingham airport. Now the work really started to get the car into the system. Contact was made with the DVLA and we obtained all the necessary information on how to apply for registration and get UK plates. We booked it in for an MOT, which it promptly failed due to having the

Car being stored in Kenelworth awaitng registration

wrong headlights. So we then bought a pair of UK used headlights and fitted them to the car. Then on its second attempt it passed the MOT. One hurdle jumped, and we then submitted all the necessary paperwork duly filled out to the DVLA, but

we failed on one very important detail and that was the production date of the car. The VIN number showed that the car was made in 2007, and that was actually a great surprise. How could it be a prototype when MG Rover production finished in 2005? We still have no answer to this, but maybe at the big MGF25 event next year we can find some information from the people who were in the team that designed and produced this unique car.

Finally on UK plates! pictured just after being registered in Kenilworth

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www.mgcc.co.uk

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MERCHANDISE

KIMBER STORES MG Street Sign £25.00

Key Fob £5.00

Sweat Shirts £26 each

MG Polo shirt £25.00 each

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Fridge magnets £5.00 each

Check Caps £13.50 each

Small MGCC Car Badge £19.50

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All prices exclude P&P

To order please visit shop.mgcc.co.uk email ineke@mgcc.co.uk or Phone 01235 849737 www.mgcc.co.uk

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Low mileage, before the drive to Sweden

Contact was made with the MGF Register and they could only issue a letter showing that the car was produced in 2007, but had no record of the exact production date. We again made contact with Adrian Clifford, but he also had no information that could help us. We then contacted the MG Car Club in Abingdon and General Manager, Adam Sloman, tried to get some information from the factory but nothing was forthcoming. Paul Plummer made contact with the DVLA

MG TF No4 waiting patiently on the Eurotunnel on the way to Sweden

in order to get help with this final detail but it turned into a nightmare. Every time you write or call the DVLA you are dealing with a new person who

knows nothing of your query, so you have to repeat yourself all over again. Contact was also made with the T-Register as they have one person responsible for contact

Leaving the Mother country by tunnel

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www.mgcc.co.uk

24/07/2020 14:25

The TF looking resplendent, during a break in Germany on the drive to Sweden

with DVLA. This person dealt with a very helpful lady at the DVLA who was willing to help us. She said just contact the MG Car Club and let their DVLA contact go and look at the car to verify it, and send us a confirmation letter. We contacted the Club’s DVLA contact at the time, John Hutchison, who then came to view the car and sent in the requested letter to DVLA. Two days later the lady from the DVLA called Paul and gave him the new registration number which is BP56 ZGZ. Paul promptly called us to tell us the good news, and after nearly three years’ hard work we could celebrate both in Kenilworth and in Spain where we live. With the car now registered it was time to take it home with us, but that’s a story for another day.

www.mgcc.co.uk

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No 4 in storage in Sweden and is looked after by Kjell Johansson and his company Anglocars in Getinge

AUGUST 2020 SAFETY FAST! 35

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e ite - Typ s b we nd T d e a t ica e MG m d e D r th .commg.co g y fo xpagm xpag l l a @ ci w. spe ww ingdon b il: a a Em

NO PART OF THIS ARTWORK MAY BE REPRODUCED, STORED OR OTHERWISE All restoration work USED BY ANY OTHER PUBLICATION UNLESS PRIOR PERMISSION IS GIVEN BY undertaken THE PUBLISHERS - © MS Publications (2001) Ltd. Engine refurbishment including lead-free conversions

URGENT PROOF

Please Please check check this this proof proof carefully carefully for for errors errors in in style, style, content content and and layout. layout. Classic car sales including Classic Car Specialists focusing

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on Servicing, Sales, Restoration, SHOULD SHOULD YOU YOU REQUIRE REQUIRE ANY ANY ALTERATIONS ALTERATIONS TO TO THIS THIS PROOF PROOF PLEASE PLEASE Insurance repair work Modifi cation and bespoke TELEPHONE BEFORE BEFORE__ __ __ __ __ __ __ AND AND QUOTE QUOTE ADVERT ADVERT NO NO..__ __ __ __ __ approved TELEPHONE refinishing work to a wide range of UK & Europe collection classic MG’s and delivery service

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Unit 9, Broadfields Farm, Dunmow Road, Rayne, Braintree, Essex. CM77 6SA We We reserve reserve the the right right to to charge charge for for any any alteration alteration to to this this proof proof which which

is a departure departure from from the the original original| copy copy 01376 569355 is | aabingdon@xpagmg.com www.xpagmg.com

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F C AN OLL REE D EC DE TI LIV ON ER Y

Thank you to all our customers for their ongoing support – the ‘shout-outs’ in Safety Fast! mean a lot to myself and the team. Classic & Sports Cars Essex – open for business I would like to send well wishes to my loyal customers, I hope you are healthy and getting through this difﬁcult time. Whilst I can, I am remaining open with only immediate family working alongside me in the workshop. I am offering a free collection and delivery service for anyone who would like long or short-time works carried out this summer. Without the worry of timing for car shows and trips away, we have a strange opportunity to have those works completed that you may have been putting off. If you would like to reserve a space for big or small jobs, I will be very happy to hear from you. This year we are celebrating our 10th Anniversary and I am proud of how far we have come. With your continued support I hope to pull through this and continue happy motoring for many years to come. Kindest and warmest regards

Jason

View all our work at www.xpagmg.com

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p until 2012 my knowledge of MG was that of a famous British automotive marque and a few young aerospace colleagues who drove MGB GTs back in the 1960s and 1970s, and then my involvement 20 years later with the British Aerospace (BAe) employee car purchase scheme where the MGF was a very much sought-after model. MG came back into my world when I moved to South Africa to launch the Bloodhound education programme after developing the project in the UK. A well-remembered figure in the annals of MG history is Captain George Eyston who set three new World Land Speed Records (WLSR) in his car Thunderbolt between 1937 and 1939. Previous to his WLSR success he raced supercharged MGs such as the Magic Midget and the K3 Magnette, as well as being the inventor of the Powerplus supercharger used on MGs. Who can ever forget the MG EX181, known as the ‘Roaring Raindrop’, and driven by Stirling Moss (later Sir Stirling) in 1957 on the Bonneville Salt Flats to capture the Class F record at 245mph. In 2007 a certain Richard Noble OBE, former holder of the outright WLSR, came into The Royal Academy of Engineering (RAEng) asking for help to obtain the EJ200

MG AND THE WORLD LAND SPEED RECORD By Dave Rowley

jet engine from the Ministry of Defence (MOD) for his next attempt at the record with driver Squadron Leader Andy Green once again at the controls. The UK had held the record for the previous 20 years, firstly with Thrust2 (603mph) and then with ThrustSSC (763mph) that was the first ever car to exceed the speed of sound. Richard was aware that there were record contenders in the USA, Australia

and New Zealand, all looking to take the crown away from Great Britain. After signing a non-disclosure document for Richard, he outlined his new project BLOODHOUND SSC, a car with a design speed of 1,050mph (1,690km/h) that was to be powered by the EJ200 jet engine plus a hybrid rocket system partnered with a 550hp racing engine used to drive the rocket motor fuel pump! Richard’s request was for us to develop an education programme that

Andy Green having just driven the MG6 on the pan for the first time - but not at high speed!

38 www.mgcc.co.uk SAFETY FAST! AUGUST 2020

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Thunderbolt in 1939 on the Bonneville Salt Flats

George Eyston in EX127, The Magic Midget

would release the EJ200 from the MOD. The big issue faced by the UK government was the shortage of young people wishing to become the scientists and engineers of tomorrow, and that was also a target central to the Academy’s aims. For me, BLOODHOUND SSC provided an opportunity to bring lots of STEM (science, technology, engineering and maths) school initiatives together under one banner coupled to a very exciting project that

could be the vehicle to inspire the next generation. Most of us, both young and old, are fascinated by speed! Using NASA and satellite technology to examine many thousands of potential locations worldwide, we identified a 12mile dried lake bed in the Northern Cape of South Africa. Hakskeen Pan was our number one choice for a race track and the Northern Cape Provincial Government was enthusiastic and gave their full

backing for the use of the pan that would hopefully also provide economic benefits to one of the poorest regions of South Africa. The pan is close to the borders with Namibia and Botswana with no industry and few opportunities for employment. There was no fresh water supply to the many small dorpies (villages) surrounding the pan, with bore holes providing brackish water to the inhabitants, their small holding animals and meagre crops. In 2011 we were invited to speak at Scifest Africa, the South Africa national science festival that attracted over 70,000 school children from all over the country, held annually in Grahamstown in the Eastern Cape. My week at Scifest showed that the need to promote the importance of science and engineering careers was as important in South Africa as the UK. Realising we needed to do more in South Africa than just race the car, I headed to the country in October 2011 to set up the Bloodhound education programme and work across all nine Provinces. Arriving in Grahamstown I was contacted by the MG Car Club (MGCC) who had a great relationship with Andy Green following his ThrustSSC 1997 record and lecture tour around South Africa. Receiving an invite from the Club to deliver a presentation at one of their Noggins in Pretoria, I flew up from Port Elizabeth and headed to the event in a hire car from Oliver Tambo Airport. Astounded by the members’ magnificent MG cars and engineering knowledge of their owners who also offered great support for our project, I was however surprised when asked if I had an MG in South Africa and had to admit that I was not even aware that MG cars were still available! Club chairman Norman Ewing said: “OK, we’ll take you to see Craig

Stirling Moss with the MG EX181 at Bonneville in 1957 www.mgcc.co.uk

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A magnificent MG6 just handed over to a very pleased Dave Rowley with a 1/10th scale BLOODHOUND SSC model in the foreground. Yes, the case fitted inside the car!

Lanham-Love, managing director of MG South Africa tomorrow and get you a car.” Amazingly that meeting happened and after explaining what our plans were, I was offered a top-of-the-range new MG6 fastback wrapped in the blue and orange colours of Bloodhound that would enable us to deliver our education programme over the next two years. We ended up completing over 200,000km in two and a half years and visited every Province in the most photographed car in the country. Just travelling from our home near Kimberley to Gauteng Province (J’burg and Pretoria) was a round trip of over 1,000km and that journey was made numerous times to meet the British High Commission, government agencies and major companies. We made many friends from the MGCC and were offered accommodation around the country by their members in exchange for Bloodhound project updates, plus we got to attend many MGCC events feeling part of the Club family. Our MG car was handed over to us at an MGCC event at the Blue Water Centre in Johannesburg in June 2012 where we were surrounded by many outstanding Club member cars. The challenge was then to take the model, worth £1,500, plus all our luggage and kit including the driving experience

www.mgcc.co.uk

SafetyFast_Aug2020_3-48.indd 41

safely around the country. Therefore the next step was to obtain a tow hook and trailer and all this was done thanks to the tremendous support of the British High Commission who provided funding and 100% commitment to the education programme in South Africa. We then launched the Bloodhound Project in South Africa under the UK Government’s GREAT Campaign, promoting engineering, innovation and education. The GREAT Campaign emanated from the prime minister’s office and was then quickly

taken up in the UK, and then the project and its education programme was promoted around the world. Travelling around South Africa we were often flagged down by car enthusiasts and the police, no not for speeding, but requesting photographs and project posters. We often took the project from our home in Magersfontein (35km outside Kimberley) to Hakskeenpan, a distance of 700km and on a couple of occasions we were accompanied by Andy Green who wanted to see the pan and thank all

The MG6 and trailer outside the British High Commission exhibit at the Union Buildings, Pretoria. The next job was to paint the trailer wheels orange! AUGUST 2020 SAFETY FAST! 41

24/07/2020 14:25

This deep potholed road edge saw five cars with punctured tyres at the road side near our home.

the locals who were involved in working to make the track flat and free of any protruding obstacles. Over five years, 300 local people were engaged in removing almost 16,000 tonnes of stones and rocks from the track that covered over 22 million square metres, an area equivalent to 250 football pitches. All this was done by hand using basic tools on an alkali playa lake bed where the temperature could often exceed 40°C. And why was Hakskeen Pan chosen? Very simply because it floods most years during their summer rainy season (December) to a depth of approximately one metre and then dries out very hard and flat in six weeks with a crusty top surface. This provides the perfect surface for high speed runs using solid aluminium wheels that rotate at 60 revolutions per second, developing 50,000 rotational g-force. Other previous world land speed track locations have not seen any significant rain for over a decade and are therefore severely rutted and mechanically unsafe.

Our MG6 was a most reliable car and only required a replacement battery, new tyres and was extremely comfortable considering that many journeys, such as to Cape Town, were over 1,000km taking 10 hours. Traffic was very light and the roads quiet; to have a break down would have caused many problems. The ever-present potholes were however a big and deep problem, especially at night, and we also survived a side swipe from a mining lorry that hadn’t retracted one of its crane legs as it overtook at 100km/h on a busy road. Our survival and staying on the road was down to our MG’s stability at speed. We had to return our MG6 after two and a half years, as a major British automotive company came on board as a sponsor. When we returned to the UK in 2016 we searched for a four-door hatch car, and after being involved with the launch of the MG3 in South Africa we purchased one because we liked the shape, size and cost, plus it was a thank you to MG for their support for our Bloodhound project in South Africa! Since 2016 our MG3 has completed 40,000 miles of trouble-free motoring, most of this has been in Europe as we live on our Dutch barge Kotare, cruising the inland waterways of France and Belgium

and wintering in Bruges. We head back to the UK to see family several times each year and get our MG3 serviced by MG AE Wilcox and Sons in Wickwar who supplied the car and have provided magnificent customer support ever since. Our next car will most likely be the MG ZS, perhaps even the electric version.

Our three modes of current transport.

Andy thanking many of the local workers for creating the best racetrack in the world. He’s in the middle! 42 SAFETY FAST! AUGUST 2020

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24/07/2020 14:25

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AUGUST 2020 SAFETY FAST! 43

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NEWSLETTER

Chris Hale c.hale1962@btinternet.com www.midgetregister.com

WELCOME TO THE

MIDGET NEWSLETTER Because of the lockdown, most of the planned classic car events have been either cancelled or postponed, meaning that there is rather a dearth of reports. Hopefully that will change as the lockdown eases, and as I write I have just downloaded my tickets for the MGCC race event at Donington Park where our

racers will be out in the Lackford Midget and Sprite Challenge, so things are slowly returning to normal. Sadly though, another casualty this year is our Register Road Run, which was scheduled to take place on September 6 2020. Donâ&#x20AC;&#x2122;t fear though as this popular event will be back in September 2021.

In earlier Safety Fast! notes I threatened to give some further details on the fall and (hopeful!) rise of my Midget. I have also included a little of my classic car CV as background. I hope you find it interesting and any advice or thoughts will be gratefully received.

Midgets and other MGs line at the end of the 2019 Midget Register Road Run. This event will return in 2021.

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NEWSLETTER SAGGING BOTTOMS!

During 2019 the seats in our 1972 Midget were seen to be sagging so as to reach the floor pan! In the autumn the passenger seat was removed, only to find that the underside did not agree with the spares manuals! In place of the ‘diaphragm’ was a webbing arrangement held in place by a U-shaped metal rod. The webbing was in poor condition with two straps broken. I have never seen this arrangement in any spares manual. However, it was held in place by the same hooks as the diaphragm in the manuals so could be replaced by it, but the seat construction, in my opinion, meant that it would need to be replaced from the top. This I was loath to do as the seat itself, whilst creased, was not damaged and I considered that this could happen whilst removing and refitting. The foam seat cushion and the sacking between it and the webbing looked OK to remain, so being an awkward sort (former scrutineer) I decided to replace the webbing from the underside. The first step was to keep the tension on the U-shaped frame to avoid detaching the hooks from the seat frame until the first two cross straps had been fitted. Similar webbing to the original had been obtained but in 2” width rather than the 1 1/2”, this turning out to be fortunate. Using what was to hand in the garage, small clamps were made, the webbing slit at the ends as they were located by the hooks, folded over the frame and glued together after removing the surface finish.

The passenger seat was chosen first in case of any failure! The driver’s seat has since been modified. The really tricky part was refitting the assembly, including the runners, into the car and holding them together and at the right angle. I made a thin plywood jig to position the front studs and used masking tape to hold the runners on. Once the studs were in their holes in the floor pan the jig was removed and the seat pushed fully down. The masking tape gave way as soon as the seat was adjusted. I look forward to a good run in the car but it does feel better. David Grainger

MAINTAINING THE BREED My first sports car was an MGB GT in the early 1980s. After my first car, a Mini 1000, the “B” felt proper grown up and impossibly stylish with its gruff 1800 B series engine and overdrive, making me feel like a real driver. I covered several thousands of miles including camping trips in the “B” but being my everyday car, the savage British winter weather and in particular the road salt that the highways authorities treat our roads with, wreaked havoc with the bodywork and extensive repairs and renovation works were needed at considerable cost. On both sides the inner and outer sills, front wings and lower rear wings, plus inner panel repairs, were replaced. The car was back to its former glory, but I was constantly worried about the tin worm potentially eating away at my pride and joy. Also, being in my early 20s I was getting increasingly frustrated by being

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“burned off” by friends in “hot hatches”, so decided to look for something that would fix both concerns. A new (to me) sports car would have to be immune to rust and robust (so I thought!) and have the performance to blow away any GTi or XR3 wannabes. After briefly considering a Lotus Elan – too fragile to use every day for high mileage – I bought a TVR Taimar, the last of the pre wedge styles with a 3 litre Ford Essex engine. The TVR was great fun when it worked(!), but after the reliability and quality of finish of the MG, it proved a very expensive and frustrating car to run every day! It ate driveshaft universal joints, overheated, drank fuel like a good’un and finally blew its engine after the nylon timing gears failed! After 12 months, for the sake of my wallet, it had to go! My next car was still “interesting” being an

Opel Manta GTE coupé which was the most reliable and comfortable sporting car I have ever owned. The Manta heralded a 30 year break in sports car ownership and bringing up a family of four children and renovating two houses, but in 2003, we were finally in the position to consider a second car and what better than being able to do this by running a classic sports car? Low-cost classic insurance and brilliant availability of parts pointed to an MG and, as luck would have it, the long-established classic MG specialist Paul Depper’s garage was only a couple of miles from home. Initial thoughts were another MGB GT and a 1974 Damask example was gleaming on the forecourt. However, my eye was caught by a 1973 Red MG Midget, a model which I hadn’t previously considered. A test drive blasting up and down the A5 with the roof down on the

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NEWSLETTER

cold and crisp November morning and I was hooked. This was the car for me. The car was an ex-USA Round Wheel Arch model which had been reimported to the UK and converted to Right Hand Drive, resplendent in Tartan Red with MiniLite replica wheels and chrome boot rack. Quick off the mark, fantastically engaging and responsive to drive, and with the wind in the hair experience, this car was everything I had wanted a sports car to be. Every journey brought a smile to my face â&#x20AC;&#x201C; even the daily commute in the urban West Midlands traffic did not dull my enthusiasm for this car. The promise of good fuel economy and parts availability made for a perfect package. However, I should have learnt from

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my experience many years earlier of the corrosive effect of salt on the roads. As the Midget had to earn its keep and was used every day whatever the weather, after a few years I started to see the tell-tale signs of the rotten little tin worm again. Despite trying to keep on top of it, including welding in new areas of floor and footwell, it was clear that I was fighting a losing battle, and more major surgery would be required soon. In June 2008, straight after coming back from the MGCC Silverstone International meeting (now MGLive!) and with an indicated 114,000 miles on the clock, I took RRH 258M off the road to undertake what I hoped would be a minor restoration over the following few months,

with a view to being back on the road early in the following year. Those of you with more experience of MG bodywork will now be smiling to yourselves, knowing what is coming next. I had naively thought that new outer sills, repairs to the floors and footwells would see my pride and joy soon back on the road. As the accompanying photos show, as I enthusiastically got to work on dismantling the car, the extent of the corrosion became more apparent. Removing the front wings showed the inner sills were also badly corroded, with the side and front of the footwell, the floor pan, part of the rear bulkhead, part of the inner and outer rear wheel arch and the door pillars were shot. The

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NEWSLETTER enormity of the task was rather daunting and I regret to say that other tasks took precedence. In my defence, some of these have been related to keeping classic cars on the road, including rebuilding my son’s MGB GT engine when one of the cam followers disintegrated, and keeping my wife’s VW campervan on the road through mechanical and bodywork repairs. In the meantime, I got my MG fix by taking over the running of the MGB GT from my son, running an MGF VVC for a couple of years and then an MG ZR. However, my Midget languished in the garage in a state of “undress” for nearly a decade before I was in a position to consider restarting the restoration, thanks to taking early retirement. The task is now

likely to be much larger as the mechanical systems, especially the brakes and fuels circuits, will need a full overhaul. To galvanise my resolve, I joined the Midget Register Committee in 2018 with a view to being further involved in enjoying our brilliant little cars and to avoid the embarrassment of having to attend events in a different vehicle. I have acquired a number of panels to kick start the work, including new inner and outer sills, half floor pan, and other repair pans plus a set of British Motor Heritage outer panels which previously graced Peter Clark’s sprint and hill climb Midget (www.mgcc.co.uk/ articles/mgs-blood-sprint-hill-climb-story/). Although RRH will not have to suffer the indignity of being a commuter slave

again, she will not be treated as a high days and holidays car, only to be used on dry days, as I enjoyed the driving experience far too much, but I will be considering much better anti-corrosion treatment as an integral part of regular maintenance. I hope to bring you further updates as work progresses in future issues of Safety Fast! (no pressure there then!) including decisions on whether to do some development work to make it suitable for competition – I quite fancy classic rallying or maybe autotests or hillclimbs. As has been said many times: “You Can Do It In An MG” and the Midget is one of the best and most fun cars in which to do it! Chris Hale

SPARES AVAILABILITY AND QUALITY We are very lucky with our cars to have a whole industry of spares suppliers and repairers helping us to keep our cars on the road and in some cases, improving them way beyond their original design parameters. The specialists, many of which regularly advertise in Safety Fast!, work hard to supply good quality spares at reasonable prices; however, the supply of spares is very much linked to what owners are willing to pay. There has been an influx of poorly made spares over recent years, many of which are made abroad, and offered at low prices. Whilst at first glance, these may seem attractive, they quickly lose value when you find they are a very poor fit (or don’t fit at all!), break after a very short period of time, are poorly finished, and in some cases are downright dangerous, such as defective brake parts. Examples include: • Badly machined brake calipers and cylinders leading to early failure (see John Lister’s article in July Safety Fast!); • Rear leaf springs sagging after a very short period of service, assuming you can get supplies in the first place; • Distributor parts being completely unfit for duty. These issues are not unique to Spridgets or even MGs. I bought a brand new set of rear brake drums for my wife’s VW Camper from a well-known supplier and no matter how I adjusted them, the brake testing machine showed extreme snatching and grabbing leading to MOT failure. It turned out that the drums had been made oval shaped! It seems to me that the lowest common denominator is down to price. The low cost of labour in some foreign markets means that Home Market companies may struggle to compete on price, yet the survival of these often very skilled and knowledgeable companies is what keeps the classic car movement alive.

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Going forward, I can see there are a few options, which are not mutually exclusive, available to us as owners to address this situation. 1. Be prepared to pay more for better quality parts from skilled and knowledgeable suppliers/manufacturers. 2. Get together with other enthusiasts to commission quality spares from specialist suppliers/manufacturers to make the production viable. An example might be the production of leaf springs. For owners of vehicles with limited production runs this is often the only option with car clubs commissioning the production of specific spare parts. 3. Seek out new old stock whilst it continues to be available. 4. Have your original equipment remanufactured/reconditioned by specialist companies. 5. Use checked and tested secondhand spares from repeatable suppliers. This is a classic case of “use it or lose it”. Specialists have to invest a lot of time and money to make good quality spares and this is only worthwhile if owners will pay for quality. Like owners, many of the specialists are getting older and we will rely on their skills being passed on to a new generation of empathetic artisans to ensure future supply, all of which takes investment of time and money. Being prepared to spend a little more for better quality spares will help to ensure that we continue to benefit and support our local economy into the future. I would be interested to hear your experiences and thoughts on this. A number of you have sent updates on what you have been up to and we will try to include these in the notes and/or on the Register microsite at www.mgcc.co.uk/midget-register/ so please keep them coming.

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David Broadhurst 01209 614704 newsletter-editor@mgb-register.org www.mgb-register.org mgbforum.mgb-register.org

NEWSLETTER

WELCOME TO THE

MGB NEWSLETTER such a filter, GFE1 3 is the part number. If mounted hanging down August already and we are starting to lift our heads above it won’t drain when engine is switched off. the parapet whilst concerned about any surge of visitors down This one tickled me… Hello David, to Cornwall and what might follow. I mentioned in the July I read the Newsletter article of the newest Safety Fast! (5/2020, issue a new noise from the front of my engine and a degree of page 5 ). Tony Taylor in the nice article wrote that he has replaced slip from the fan. You guessed it. One new water pump later spring flowers in suspension springs. everything is now OK. Followed it up with a full lube service Can I write an article about that in our Finnish MG Car Club front to back. Now awaiting voluntary MOT. Finland magazine “Brittisportti” and publish the copy of that spring I have had a lot of interest in the behaviour of oil filters and flowers picture, if I mention the origin of that article? consequences for oil pressure on cold startup. In essence, if the Best Wishes, Marja Silvasti - Lundell filter on your vehicle is mounted with the open end pointing going from F to 1/2 the gauge read exactly 1/2 (see fig 6), but when going from E to 1/2 it read The following is from Mike Barclay. Thanks Mike! down it needs to have an anti-drain diaphragm. Moss stock just under the 1/2 mark. In all, this took me around 30 mins. going from F to 1/2 the gauge read exactly 1/2 (see fig 6), but when going from E to 1/2 it read just under the 1/2 mark. In all, this took me around 30 mins.

MGB FUEL GAUGE CALIBRATIONVoltage +12V

Voltage Stabilizer

+10V

On a recent visit to the supermarket I decided to take the “scenic” route home +12V +10V to give the car a run. Driving along I heard Voltage Voltage E F Stabilizer the unmistakable sound of a ticking SU fuel pump, closely followed by the car Fuel gauge coming to a halt. The gauge showed 1/4 full, but I had run out of petrol. Luckily E F Fig 1 Normal Fuel gauge/sender diagram I always carry a small can of petrol in Fuel the boot, so was able to use this to get gauge home. So with plenty of time on my side I decided to see if I could calibrate the Fig 1 Normal Fuel gauge/sender diagram gauge to read more accurately. The fuel gauge in an MGB is very basic, consisting of a float connected to a variable resistor (sender unit) One end +12V +10V of the resistor is connected to ground, Voltage Voltage the other end is connected to one side of Stabilizer the gauge. The other side of the gauge is connected to the voltage stabiliser. (fig1) +12V The gauge consists of a heater coil and +10V Voltage Voltage E F bi-metallic strip with a pointer attached. Stabilizer When the ignition switch is turned on, Fuel current flows causing the heater coil to gauge heat and the bi-metallic strip to deflect and pointer to move, indicating the fuel E F Fig 2 Calibration wiring set up. reading on the gauge. (The reason the gauge is slow to respond.) Moving the Fuel gauge float up or down changes the resistance,

Fuel sender

Float

F = 20Ω

½ = 65Ω

FE==20Ω 222Ω ½Bla = 65Ω a t E = 222Ω

Bla www.mgcc.co.uk

SafetyFast_Aug2020_49-98.indd 49

Fig 2 Calibration wiring set up.

Float

AUGUST 2020 SAFETY FAST! 49

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NEWSLETTER causing a respective change in current through the heater coil and the amount the bi-metallic strip pointer deflects. To check the calibration of the gauge all that is required is to substitute the sender unit with resistors whose known values represent a definitive value on the gauge. Full 20 3 4 35 12 5 1 4 105 Empty 222 I decided that I was really only interested in the E(Empty), 1 2 and F(Full) values, so looking on the RS website ordered the required 20 , 18 and 4 ( 5 ) and surprisingly a 221 resistor. I also ordered some 1 resistors for final value tweaking. The resistors cost pence but you have to buy a minimum quantity of 10 per value. I rummaged around the garage and found a switch and small plastic box. When the resistors arrived I made up a little unit that allowed me to switch between E, 1 2 and F with a croc clip connecting to earth and a lucar connector to connect to the gauge. (See photo top right) To remove the gauge, first put your hand under the dash and undo the small knurled nut on the back of the gauge, remove the washer, earth lead and U shaped bracket. (See top left photo). The black earth wire is only for the gauge lighting but is a handy ground connection for one end of the resistor. With the gauge removed, looking at the rear you will see two holes with small screw driver slots. (See bottom left photo) These are the adjusters for setting the E and F calibration points. As you look at the FRONT of the gauge, the adjuster behind E to 1 2, adjusts the E(Empty) pointer position. The adjuster behind the 1/2 to F adjusts the F(Full) pointer position. Next, on the rear of the gauge you will see two wires. A light green/dark green tracer wire that connects to the voltage stabiliser (10v) and a dark green/brown tracer wire that comes from the sender unit. Remove the dark green/brown wire from the gauge and in its place attach one end of

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the 222 (E value) to the gauge. Connect the other end of the resistor to the Black earth wire. OK, we are ready to start calibrating. However, two things I learned and to be aware of before making any adjustment: The screwdriver adjustments, particularly the Zero, are very crude; the slightest movement can cause quite a large change in pointer movement. Secondly, the two adjustments (Empty and Full) interact with each other. One last thing before we start. Either make sure the gauge housing is NOT connected to or touching ground, or ensure the blade of your screwdriver is insulated as the adjusters are connected to the gauge electrical circuit and could damage the stabiliser if shorted out. Turn on the ignition and allow the gauge to read. Remember the gauge is slow to respond so allow 20-30 seconds between any adjustments. With the 222 resistor, the gauge should read E but in my case was reading 1/4 full. So, bearing in mind the above, I opted for the 1/2 and

1/2 approach. Using a small screwdriver I turned the Empty adjuster to position the needle so it now showed half way between 1 4 and E. (Half the original reading.) Replacing the resistor with the 20 value to represent a F (full tank). (This is where my little switch box made this easier.) Allowing 20-30 seconds for it to stabilise, my gauge now read just over 3 4 full. So with my screwdriver in the FULL adjustment hole I adjusted the needle to read half way between the original reading and F. Then replacing the resistor again with the empty value (222 ) allowed for the needle to stabilise at the zero end. Again making an adjustment to half the error then repeating with Full resistor value. Repeat this until the gauge gives the correct readings at Full and Empty with one final check at 1 2 full. My gauge seems to have some hysteresis, as when going from F to 1/2 the gauge read exactly 1/2 (see bottom right photo), but when going from E to 1 2 it read just under the 1/2 mark. In all, this took me around 30 mins.

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NEWSLETTER

LE Pictured outside Toms house

TIME WARP by Colin Grant

The MGB and GT LEs were the last of the line and were produced to celebrate 50 years of MG production and sadly to mark the end of production at Abingdon on October 24 1980. The cars were equipped with overdrive, Silver LE decals, front spoiler, and special limited edition badging. The roadster had the option of cast alloy or wire wheels (212 cars were fitted with alloy wheels and 208 cars had wire wheels) and the GT was only fitted with the distinctive alloys. They were produced in special paintwork of Pewter metallic for the GTs with silver stripes, and Bronze metallic for the roadsters with gold stripes running the length of both cars’ bodywork. The inside of the roadster was finished in orange and brown striped cloth trim, with the GT in a silver grey interior. The cars were originally priced at £ ,445 for the roadster and £ ,93 for the GT. A total of 1,000 LEs were produced with 420 roadsters and 580 GTs. But sales were not brisk and many didn’t sell until the early eighties. The very last of each model went to the British Motor Museum at Gaydon. It came as a surprise to us when we were contact by Tom Grant to inform us that he had just purchased a 1980 MGBGT

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Last LE GT pictured by Harry Grant in the factory compound during 1980

LE from classic car specialist Nutley Sports Prestige Centre, based near Uckfield in East Sussex. The car only had 59 miles on the clock, being delivery mileage, and had been in a temperature-controlled storage environment for the last 40 years. On investigation Tom found that it was the third from last car produced and the only non-original item fitted was a battery, which is in period style. The car was originally purchased by a Mr A. Graves from a dealer in Lancaster called Oliver Rix Garage on July 14 1980, and the invoice shows he paid £5,2 8 plus £90 delivery charge. Tom has all the original documentation that would have come with the car. The car has been so well stored that even the tyres and other rubber items show no signs of deterioration as you would

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NEWSLETTER

Immaculate engine bay

normally expect on an unused car of this age. All stickers are in place as can be seen from the photos. There are even yellow chalk marks under the wheel arches and the original plastic covering for the seats and head restraints are all still in place.

Tom says he originally bought the car for his wife as a fun car and to rekindle his relationship with an MG, having owned a GT back in the 0s. But his wife, on seeing the car, felt she would be too nervous to drive such a rare car and it is now up for sale.

Tom pictured with his special LE which he now wants to sell

LE dash showing mileage

Spare wheel and tool kit as it left the factory

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www.mgcc.co.uk

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H1 - CLIVE WHEATLEY_H7 - CLIVE WHEATLEY 27/09/2019 14:47 Page 1

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Building engines for the Midget and MGA/B for over 40 years. (Blimey is it that long!) All engines are built in our own workshop and come complete with ﬂywheel, clutch, water pump and front pulley and are ready to ‘drop in’. We can also rebuild your existing engine.

Price Guides

MIDGET 1275 Std Unleaded Engine £2345 1275 Balanced Engine £2545 1275 Balanced Engine With Cam £2800 1275 Stage 2 Engine £3300 1380cc Stage 2 £3550

URGENT PROOF

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MGB Std Unleaded Engine £2345 Balanced Engine £2545 Balanced Engine with Cam £2800 1860cc Stage 2 Engine at £3300

Please check website for full engine specs. Fitting Service Now Available

Engines are sold on an exchange basis. If no exchange unit is available please add £550 to the price of a Midget engine £250 MGB.

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NEWSLETTER

Victor Smith 0208 392 9434 victorsmith@v8register.net www.v8register.net

WELCOME TO THE

V8 NEWSLETTER

FITTING AN AIR INTAKE GRILLE

Peter Spurrs found his fresh air intake chamber was full of debris and was starting to rust. He needed to find a way of gaining access to the grille surround to fit a mesh grille as a useful upgrade. Here is described how he tackled the job. The air intake grille is a chrome-plated fitment with eight large apertures to allow the air to pass through. Whilst it fits with the car’s style, it is less than practical and not effective at keeping leaves and other debris out.

Spring-loaded grabber tool

Maintenance access through the air inta e grille is dif cult The eight holes in the air intake grille are sufficiently large to allow all manner of

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debris to pass and then accumulate at the bottom of the chamber. At the same time, they are too small for the hand to gain access and the chamber is deep, making maintenance impossible other than cleaning out the drain tube at the bottom to remove accumulated sludge. A spring-loaded grabbing tool can be useful for reaching down and removing the bigger items, but it is laborious and only partly effective. How is the grille attached to the car? The grille is not designed to be removed. Fitment is by six pins on the underside of the grille which mate with six holes in the bodyshell. I am aware of two methods of fastening the pins to the body: Blind fixings the Parts Catalogue (AKM 0039) shows the part as “Blind Fixing” (item 25 in the diagram). The blind fixings form an interference fit between the grille pins and the body. Spire pins on my late-19 3 car, there were six spire clips fitted to the grille pins when the grille was in place.

Removal of the grille To avoid damage to the paintwork and the grille, care is required in removing the grille. Assuming you have the standard type with blind fixings, it could be possible to pull it off. I’ve not tried, but the security of the fit and ergonomics of leaning over the wing will make it difficult. A small puller is useful to lift the wiper arm from the wiper wheel box. They are available from the wish.com website. The option is to use a broad-tipped lever (screwdriver) with a soft cloth to prevent damage to the paintwork. Inserting the blade between the grille and body, then twisting is relatively crude but effective. Accepting the inevitable, the paintwork may well need to be touched up afterwards. With the spire clips, a straight pull is even less likely to be effective, given its locking properties. I resorted to levering it off and repairing the damage. Any thoughts on a more elegant method would be gratefully received. Preparing and tting the grille mesh After cleaning out the debris from the chamber, I prepared the damaged surfaces (both existing and caused by my handiwork), primed them with rust encapsulating primer and followed up with a top coat.

Grille with mesh in place and showing fixing pins

To prevent further accumulation of debris, I have installed a mesh between the grille and the body. The mesh panels

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NEWSLETTER are available from suppliers such as Brown Gammons (P N AHH 202 ) currently at £6.24. I looked at making my own, but the cost of the materials was more than the finished commercial item. Refitting the grille with the mesh is straightforward. Again, assuming blind fittings, they are put over the grille pins, then offered up to the body. It is an interference fit which was quite tight on my car. I initially applied hand pressure to

place the fixings, then covered the grille with a cloth and tapped gently with a hide hammer. The alternative method is to place the fixings in the body and apply the grille to the fixing. It doesn’t work, the fixing is merely pushed through the hole and its plastic lip destroyed. Blind fixings are widely available at about 14p each. I bought eight, expecting to damage some on the way.

The result is a subtle upgrade which is an effective modification to keep most of the debris out of the fresh air chamber but there will still be road dust gathering at the bottom so periodically cleaning the sludge from the drain plug will be necessary to ensure any water is able to drain away and leave the bottom of the chamber dry. Just a reminder: do not remove the drain plug as it’s a devil to refit!

BALANCING THE IDLE SPEED ON MGBGTV8 CARBURETTORS

Many articles have been written on the topic of balancing the idle speed on SU carburettors and just as many suppliers have come up with products to synchronise two or more of these admirable instruments. With the exception of the tube in the ear method, they require expenditure on a specialised tool which will lie unused in a toolbox for months, if not years, on end. Jim Livingstone feels that if you are not happy with the subjectivity of the tube in the ear approach, then the following method combines minimalism with objectivity. The idea is not new, and in fact a tool was marketed in the seventies relying on the same principle that the SU carburettor is itself an airflow measurement device

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is its response to the airflow. As both carburettors are conveniently situated side by side in the MGB GT V8 (unlike its Rover cousin) it’s a simple matter to rig up a means of reading the height of each piston. As the method relies on what are effectively two airflow meters, the matching of the carburettors is critical. This method is particularly suited to the MGB GT V8 in that it avoids the removal of the airbox between the carburettors and the heater box and the insertion of a bulky airflow measuring device in the very restricted space there. An added benefit is the ability to check the balance of both instruments at different points in the rev range. It’s worth mentioning that this note describes only balancing the idle airflow of twin SU carburettors and not adjusting the air-fuel mixture. For mixture adjustment see pages 58 to 0 of the MGB GT V8 Driver’s Handbook AKD8423. Material and fabrication You need 50cm of 1.2mm dia. copper wire (an offcut of household mains electrical wiring will be fine) and the steps are straightforward: 1. Cut the wire into two 25cm lengths. 2. Bend into an L shape 16cm x 9cm. 3. Fold over the end of the 1 cm leg to remove the sharp edge. 4. Shape the bottom 5cm as shown in the image to be a tight fit in the 8.5mm dia. damper chamber. requiring only a readout mechanism. The airflow sensor is, of course, the piston and its height in the suction housing

Application 1. Run the engine until the temperature gauge registers.

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NEWSLETTER 2. Having marked the damper assemblies to ensure correct replacement, remove them and store safely. 3. Fit the shaped wires into the damper chambers. 4. Rotate the wires to face one another. 5. Bend the horizontal legs to be level with one another. 6. Loosen the throttle interconnection clamping screw A. . Restart the engine. 8. By turning the throttle adjusting screws B1 and B2 adjust each carburettor individually until the wires align. 9. Retighten clamping screw A. 10. If the idle speed is incorrect turn both screws B1 and B2 by equal amounts to adjust it the idle speed specification is 800 850 rpm. 11. Remove the wires, top up the damper oil level and replace the damper assemblies in their respective chambers. As a footnote, a variation not checked

by the author would permit the function of the damper to be tested. This would involve drilling a hole in each damper cap and modifying the ends of the vertical legs to sit on top of the damper tubes. By this modification the balance of enrichment could be checked.

Balancing with a tube in your ear

The traditional way of balancing the twin SUs is by using a length of tubing to the ear and then listening for the “hiss” of the airflow in each carburettor. But for an MGB GT V8, that needs the removal of the airbox which the method described by Jim usefully avoids. The “listening tube” diagram is from the book Tuning SU Carburettors, page 8, published by Speedsport (ISBN 85113-0 2-0).

GIVING A SECOND LIFE TO A WORN WIPER DRIVE of gearing was totally unworn. To an impecunious engineering student, the attractions of a cost-free repair were irresistible, and the gears were rotated to present the unworn arc to the rack. The spirally wound rack cable had only light wear, but being symmetrical at the crank end it was also rotated.

The Lucas rack and gear wiper drive was a popular fitment on British post-war cars. It had packaging and cost advantages but suffered from premature wear due to the high loads on the gears and has been superseded nowadays by the crank and link mechanism. However, it did have one unique advantage: inbuilt redundancy. Jim Livingstone first discovered this in the sixties when investigating why the wipers in his Mini overshot the screen edges. On dismantling the mechanism, which is an easier job in a Mini than in an MGB, it was immediately apparent that the gears were badly worn. What was also apparent was that a large arc

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Procedure Jim wishes to point out that he has not carried out this procedure on an MGB and only on a Mini and that was almost 60 years ago. The following procedure, therefore, should be regarded as a guide only. 1. Disconnect the electrical connections to the wiper motor. 2. Remove the wiper arms from their spindles. 3. Undo the gland nut (5) connecting the motor housing to the rack casing. 4. Remove the screws securing the motor bracket to the bulkhead. 5. Carefully withdraw the motor with cable attached from below the fascia panel. . Mark each wiper spindle (2) and rotate 180 degrees. The following steps seven to nine are optional and only required if you wish to rotate the rack cable and lubricate the crank and drive mechanism. . Mark the parking switch position (early motors only), remove the gearbox cover screws followed by the cover (1). 8. Remove the circlip (4) followed by the crank arm (3) and washers. Rotate the crosshead and rack cable ( ) 180 degrees,

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NEWSLETTER replace the crank arm and washers and secure with the circlip. 9. Lubricate the gear mechanism with a high melting point Lithium-based grease and replace the cover. 10. Grease the cable rack and reinsert into the casing. 11. Reverse steps one to four and test to confirm smooth operation. Jim notes: “Lucas were quite specific about the grease used in the gearbox. They specified that Ragosine Listate Grease be

used. However, this is now prohibited due to its lead content and a current Lithium-based product like Castrol LM or Shell Retinax A should give similar performance. MGB manual 25 29 Issue 3, page N.33 refers to this as Histate.” See the full article via a link on our ‘More’ web page. Diagrams are from the MGB Workshop Manual AKD3259 and MGB Parts Manual AKM0039.

EVOLUTION OF THE MGB WIPER ARM AND RUBBER BLADES A seemingly standard part on MGBs and derivatives has an interesting history and Peter Beadle explains how the part has evolved over the years. When the MGB was launched in 19 2 the wiper arms and blades fitted on the assembly line were supplied by TRICO (originating from Tri Continental Corporation) as the standard fitment. They were narrow 5.2mm wide stainless steel “Rainbow” blades, a TRICO brand name, with chrome-plated arms attached to the blades with Lucas-supplied wiper wheel boxes. Everything ran smoothly until November 30 19 5 when Ralph Nader published his book “Unsafe at Any Speed” about the American Automotive Industry, which was a Best Seller in the non-fiction category in 1966. The ripples of change spread to Abingdon as 5 of all MGBs were exported to the US. One of these changes was to reduce the dazzle caused by chrome-plated or stainless steel items in front of the driver’s eye. The windscreen frame fittings became satin silver, so did the wiper arms and blades. TE also started to supply the black dipping rear view mirror. With the introduction of triple wiper blades for the LHD 1969 USA model year MGBs, MG started to use TE as a supplier

for a brushed satin silver arm and blade. The arm was wider at .2mm and used a “wedge lock” screw locking device. TRICO regained its position with the introduction of satin black wiper arms and blades in 19 2 which were fitted to all MGB GT V8s. Today TE arms and blades seem to be the only British product now available. TRICO wiper arms died when the company closed their factory on the Great West Road in Brentford and moved to Pontypool, South Wales, in the late 1990s. In the 19 0s and 1980s UNIPART, originally part of British Leyland, resourced and recoded most of the blades by introducing the General Wiper Blade GWB range of blades. These were originally made by OE British suppliers but things have now changed. TRICO USA are reintroducing a classic blade, but again these could be made anywhere in this world as they now manufacture in five different countries.

Replacement rubber blades TE recommends the use of their rubber blade B12312E, but this is only 12 inches long instead of the original 13”. The original 13” Unipart part number was GWB245. Recently, Bosch blades seemed to be a great buy in terms of their top quality and price from MG specialists and on the internet. In an earlier article Tony Lake commented: “Make sure you get Bosch SP13 blades; there are other similar designations but I know SP13 fits an MGB GT V8”. You can see Tony’s article via a link on our ‘More’ web page at www. v8register.net more.htm Removing wiper arms A small puller is useful to lift the arm from the wiper wheel box. Peter Beadle reports that they are under £5 plus postage from the wish.com website. See our ‘More’ web page for the links to the part mentioned above.

Replacement wiper arm Most MG specialists supply the Tex wiper arm item W 3 4E under BL part number BHA5205 or BHA5205Z for the RHD MGBGTV8s (BHA5204 - W 3 4E for the very few LHD cars). See page 38 of the BMH/Tex catalogue via a link on our ‘More’ web page.

V8 ON THE NÜRBURGRING Guy Konz at speed in the Karussell at the famous Nürburgring during a track meeting in May 2020. It’s a relatively early Factory chrome bumper MGB GT V8 (Ferrari Red 0543, originally Teal Blue) built in August 19 3 when the model was launched. Guy is based in Luxembourg and acquired the V8 in 200 . It was previously owned by Colin Rea in Gwent. Guy Konz in the Karussell at the famous Nürburgring www.mgcc.co.uk

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NEWSLETTER V8 ON THE NORTH YORKSHIRE MOORS as well as other European smaller race tracks or Proving Test Circuits and tracks. That run finished with a few laps round the Salzburgring, the former F1 race track in Austria, then eventually making his own way back to the UK and home. Mike has ensured (0 9 ) has been kept in good shape throughout by Malcolm Beer and his own “tinkering and polishing”, using it when he can in the spring and summer months. The photo alongside was on a pleasant day driving out over the North Yorkshire Moors here parked with the Ribblehead Viaduct in the background which carries the Settle-Carlisle railway across Batty Moss in the Ribble Valley.

Parked with the Ribblehead Viaduct in the background

Mike Breedon has had MGB GT V8s since 1983, including his Factory chrome bumper model (Blaze 0 9 ) which he bought in 1984 and still owns. Mike has been active in motorsport for many years and used Blaze 0 9 as his road car and raced it in the MG Car Club’s BCV8 Championship from 1984 to 199 . It was driven to every race track he raced at in that time, including three “annual” races at Zandvoort (Holland) and Zolder (Belgium). Without altering much from the “gentle” race track specification, 0 9 has continued to be used as an occasional road car and competed in several Classic Runs including the 1999 European Classic Run covering 2,900 miles in nine days starting from Brussels, Belgium, taking in laps at Spa, the old Nürburgring,

An active BCV8 competitor Mike competed in the Club’s BCV8 Championship for many years, initially with his long term V8 (0 9 ) and then with the ex-John Tadman car (PCF 900M) as he particularly enjoyed the performance of an MGB GT V8 set up to the regulations for a “road going modified Class B car”. It was very easily recognised with its Gulf Oil light blue and orange bodywork. The car had a Rover Vitesse 3.5 litre engine and a Borg Warner T5 gearbox. Mike agreed to share it with the late Joe Parrington, which meant it was regularly raced in more than one championship at meetings, not least the Club’s successful annual race meeting at Snetterton towards the end of the season. Joe took over the car when Mike had to retire from active motorsport in 2009 and following Joe passing away Steve Lockhart took on the car. Mike also took a very active part on the BCV8 Championship Committee eventually as Chairman, making a valued contribution for many years.

V8 KENT TOUR 2020 UPDATE

Ian Quarrington reports that he has sought the views of members who have booked for the tour as to whether they feel it should go ahead or be postponed to 2021. Their responses agreed to postpone the tour to Monday 13 to Friday September 1 2021.

V8 ROADSTER CONVERSION

Jack Spencer joined the V8 Register earlier this year as one of our younger members, graduating in 2018. In March 2019 he mentioned he had inherited an MGB Roadster in 2015 and as part of a comprehensive restoration he included a V8 Conversion. He mentioned in 2019 that the car had been treated to a bare metal

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restoration and that he was looking forward to the completion of the rebuild. Over the winter the comprehensive restoration continued and he felt “a big build up in excitement for how much more fun it would be when finished”. Now Jack has contacted us with photos of his V8 Roadster Conversion and says “I have used it a lot and discovered all the niggles that occasional use doesn’t elucidate…”.

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TECH TORQUE

TECH TIPS

We are frequently asked technical questions covering all varieties of MG. With the help of our Registers and members, here is a selection of the more commonly asked questions and solutions from past and present Tech Tip from Andy Knott MGF/TF Crud removal If you own an MGF or TF I’d advise removing the front wheels once in a while and removing the bottom screw in the plastic behind the wheel. When you fold back the plastic arch I think you’d be surprised how much mud and crud can collect in that space. It’s normally wet and doing no good for the bodywork. The photo shows two years’ worth of buildup, about 2,000 miles. I scraped it all out and cleaned all mine thoroughly, before

Lip on the back arch that collects mud and crud

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letting it dry properly and coating with a rust inhibitor like Dinitrol. There’s a rubber bung located in the same place that allows access to the whole sill. I took mine out and blasted a rust initiator along the inside of my sill at the same time. Before putting on my wheels, I clean the face that mates with the hub and add a little copper slip, as the alloy wheel and steel of the hub can cause galvanic corrosion making it difficult to remove the wheels in the future. The official torque figures for the wheels are 0nm for my 15” MGF (100nm if you have

Tech Tip from Keith Doherty 1950s TF Lights warning buzzer I have a very simple tip which I used on my TF with great success to indicate if the lights had been left on. I bought a small warning buzzer (at very modest cost) which I wired in to the on/off terminal on the back of the light switch, (which is still live after the ignition is off). I also bought a cupboard door switch, again at very modest cost, and fixed that to the body just by the driver’s door. I then fixed a small piece of wood to the back of the door so that when the door closed it operated the switch. Unfortunately, as I have now sold the car, I can’t remember exactly how I fixed it, but it was very easy as I used a small right angle (shelf) bracket and slid it behind the trim. The wiring was led along the floor to the switch. Bingo! If I opened the door after turning the ignition off and the lights were still on the buzzer sounded.

an F or TF with 16” wheels). The lip in front of the rear wheel also catches muck this you can just scrape out without the need to remove the wheel.

Front arch with plastic inner arch pulled out of the way, exposing an area that traps mud and crud www.mgcc.co.uk

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TECH TORQUE

Tech Tip from Jan de Haldevang 1950s MGTF Changing Brake Drums A recent experience led to the following simple(r) home garage/ workshop solution, using existing tools and applying a more logical engineering’ approach. The crucial challenge, having fitted the springs on both brake shoes, is the application of sufficient, safe pressure (downward pull) to allow the insertion of the brake adjusters and safe, effective release of the shoes back onto the cylinders. Herewith a solution requiring axle stands, trolley jack, G clamp(s), long screwdriver, piece of wood and the largest/heaviest spanners (20mm +) in your possession: 1. Insert chocks in front of rear wheels 2. Raise car on trolley jack 3. Place large spanner on top of axle stand and align to left or right of the brass king pin under wheel hub 4. Lower car to secure spanner under weight of car, on top of axle stand and keep car off the ground 5. Cut a thin but strong plate of wood to fit across under teeth of spanner

. Reduce release brake fluid to reduce pressure in the system . Retain or fit cable ties to both brake cylinders 8. Fit springs to both brake shoes 9. Place top brake shoe on brake cylinders 10. Carefully nurse springs around stub axle (hold/tape springs in place in holes to prevent endless repeats of this exercise) 11. Fit G clamp(s) with adjuster plate(s) under wood plate, under spanner and top of clamp on lip of brake shoe 12. Slowly tighten G clamp and watch, with pleasure, as shoe is gradually drawn down 13. Manoeuvre bottom brake shoe carefully on adjuster side to allow insertion of adjuster and slowly release shoe; cantilever whichever side is firm (if you only have one G clamp, you may need to adjust spanner position slightly to adjust pulling force) 14. Cut cable ties as soon as safe but before full release of shoe 15. Release G clamp and check fit on cylinders

Tech Tip from David Adams Modifying Intergrips These are an indispensable tool for aligning and clamping repair panels in position. The problem is that the square bars which grip at the rear of the inner wing, which are vertical in the application pictured, drop out as the clamps are repositioned and adjusted to get the best fit-up. Very frustrating. The solution is to drill and insert a small self-tapping screw as shown in the first picture, position the screw above the tongue to prevent fallthrough and adjust to your heart’s content. Pretty simple but very effective I can’t imagine why Intergrip don’t manufacture them that way.

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TECH TORQUE Reprinted from the March 1997 issue of Safety Fast!

BREATHE DEEPLY & GULP ...HOW THE MGF ‘VVC’ REALLY WORKS Power output is finally dependant upon weight of air efficiently burnt per minute, and this in the end is fixed absolutely by the breathing power of the valve gear. In detail the gas flow will depend on the area of the valves, the lift, and the time during which they are open

Laurence Pomeroy, ‘The Grand Prix Car’.

he 199 MGF brochure contains a short description which attempts to describe for the general reader and potential purchaser how the ‘VVC’ (Variable Valve Control) mechanism works. Explaining a complicated piece of equipment is difficult, which is probably why I ended up somewhat bemused. For every person who attempted to

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understand what “taking a deeper breath” had to do with “delivering truly phenomenal sprinting power”, there are bound to have been many more who just turned the page, having got ‘Instant Brain Fade’ at the sight of complicated illustrations and torque curve diagrams. Many friends will confirm to you that my expertise lies more in blowing up race

By David Price

engines than rebuilding them. I am not an engineer, but neither do I like being baffled by things which should be perfectly understandable. Also, if I were being persuaded by an assiduous salesman to spend £2,000 extra on the VVC model rather than the basic MGF, I would certainly like to know why I should bother. Finally, a great many Club members have a keen interest in technical matters. For these reasons, I visited Rover at Longbridge to find out in detail how the VVC system works, why it was chosen, the benefits it brings and to find out why you, me and everyone else should buy it. Having done so, I am completely convinced that Rover has succeeded in achieving a major breakthrough. Some readers may already have reached this www.mgcc.co.uk

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TECH TORQUE conclusion, in which case you should be patient with those of us who are less technically well-informed. This article is NOT written solely for those that are. If it were, I wouldn’t understand it either! However, before we start to answer these questions a little history is required to provide a proper context.

The Historical Context: The quotation which sub-heads this article was written by Laurence Pomeroy. His master work ‘The Grand Prix Car’ was published in two volumes in 1949 and 1954, although most of it had previously been printed in Motor magazine. Aided by superlative technical drawings by Cresswell, it remains in many people’s opinion the finest example in the English language of clarity of thought and expression as applied to racing car design and engineering. Pom’s remark is quite clear. If you wish to design a high-performance engine then you should use a system of valve actuation which maximises the efficiency with which an engine ‘breathes’ the fuel/air mixture in order to get more efficient gas flow and hence more power out. Simple example. Drive a standard push-rod MGA and then a well-sorted MGA ‘Twin Cam’ and you will understand my point even better. The latter just loves running at ,500 to ,000 rpm, because it has bigger ‘lungs’ and can breathe better.

The MGF is a Twin-Cam –but what’s that?

The 1913 three litre, coupe de L’Auto, Peugeot.

The first twin overhead cam system was drawn up in late 1911 and early 1912 by an engineering draughtsman called Ernest Henry. Born in Geneva in 1885, he had worked on racing power-boat engines and later with Marc Birkigt of HispanoSuiza in Paris. Around autumn 1911, he teamed up with a group of ace racing drivers and mechanics (L’Equipe Boillot) who were commissioned by Mr Robert Peugeot to build a car for the 1912 French Grand Prix to be held at Dieppe on June 25-26. Driven by Georges Boillot (easily the Fangio, Moss or Senna of his era), the . litre 1912 Grand Prix Peugeot won, averaging 8.51mph over the 95 mile two-day race, beating three 14 litre

airship-engined, chain-driven FIATs, by the margin of 12 minutes! The car and its engine were built outside the Peugeot factory (at the Suresnes aero-engine works of Gnome Rhone), so in a sense, it’s directly analogous to a present F1 team commissioning ‘Joe Bloggs Engineering’ in Northants to build a car for them to race. The others in the team may well have had some input into the twin-cam idea, but Henry was the only chap with the expertise to produce the engineering drawings, so he takes the lion’s share of the credit. One camshaft actuates the inlet valves and the other drives the exhaust valves. Hence the rates at which both can be opened and closed to

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let more fuel/air mixture in and out of the cylinders can be better controlled. Achieving greater control over the ‘breathing’ of the engine enabled Henry to obtain big car performance from a much smaller engine. The historical importance of this development was vast, which is why I have described it at length. Prior to Henry’s design, motor car engines had been of huge size (15, 20 litres and more) and their cylinder combustion efficiency was pretty appalling. His design of four inclined valves per cylinder controlled by twin overhead camshafts “lowered the valve gear stresses, enlarged the valve area, halved the swept volume required for a given AUGUST 2020 SAFETY FAST! 63

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TECH TORQUE Of these, we all know how stringent national regulations on emissions have become. Whilst it would be unfair to single them out, because there are many other factors within this subject, unburnt hydrocarbons are particularly affected by valve overlap. It is also important to note that engines have become lighter and smaller due to improvements in materials and casting technology. Their lower reciprocating mass has resulted in engines which ‘rev’ more freely and at higher rev limits.

‘Variable Valve Control’: The MG series MGA (Twin Cam) Engine (Transverse Section)

power output, and improved combustion efficiency” (1) probably by an order of magnitude. A refined design also won the 1913 Indianapolis 500 and the 1913 French Grand Prix. From then on, whilst minor differences occurred, almost anyone building a highperformance engine, whether Sunbeam, Maserati, Mercedes, Alfa-Romeo, Ferrari, Jaguar, Aston Martin and many others, all used Henry’s basic principles, wittingly or otherwise. The first two illustrations show how little things had changed between the Henry-designed Peugeot engines of 1912 13 and the engine developed at the MG Car Company from 1956 for the MGA ‘Twin Cam’ which developed 10 bhp. An important variant was used in the 1498cc B’ series engine used in the famous E 181 record car now in the British Motor Museum, Gaydon, which was supercharged to develop 2 0bhp. The third illustration, of the MGF engine, shows that it is similar but with a much less pronounced angle between the banks of inlet and exhaust valves.

What makes valves work: As the illustration of the MGA engine shows, the valves have springs covered by small inverted tin-can shaped things called tappets. As the camshaft revolves, the upper and lower points of each lobe contact and press down on the head of each tappet, which in turn pushes the valve down to ‘open’. Releasing the 64 SAFETY FAST! AUGUST 2020

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The MGF engine

pressure ‘closes’ the valve. The point is that the degree to which you can open and close the valves and the precise time intervals at which this occurs, is fixed absolutely by the design of the camshaft. One design cannot cope with all extremes of motoring. If you want to toddle off down to the supermarket, stop and start at traffic lights, or need an engine which runs at ‘idle speed’ (800 to 1,000rpm) quite happily whilst you sit and fume in an M25 traffic jam, you cannot expect to get the high speed power which would give enjoyable ‘sports car motoring’. Let alone be useful for any form of motor sport or competition use, where you might need a camshaft designed to begin to bring in maximum power when the engine is doing 3,500 or 5,000rpm. An F1 engine can give maximum power at 10,000rpm plus!

Engine Design Issues All car manufacturers have to balance many factors when designing their engines. The principal ones are: 1 The ultimate power required 2 Exhaust emissions 3 Idle speed stability 4 Driveability 5 Fuel economy 6 Reliability Space Weight and manufacturing economics 8 The purpose for which the car is being used.

The concept which Rover uses was first designed and patented by the UK firm AE Ltd (Associated Engineering Group) in the early 19 0s. However, its execution in mechanical terms is pure Rover and was designed and patented in the early 1990s as a means of expanding the range of cars capable of using the ‘K’ series engine. It was therefore designed before the MGF was developed as part of Rover’s shelf engineering activity. Several other manufacturers including Alfa-Romeo, BMW, Porsche and Honda have developed systems giving more control than a fixed camshaft. None give the range of control patented by Rover. The ‘Holy Grail’ of engine design is to make a small engine feel and perform like a larger one. Which is exactly the process started by Henry 8 years ago.

The Mechanics of ‘How It Works’: In its simplest form, what the VVC Mechanism’ does is to speed up and slow down the camshaft so that the length of time the inlet valves are open can be varied without the profile of camshaft changing. Although the drive to the ‘VVC Mechanism’ is at a constant ‘half’ engine (or crankshaft) speed, the camshaft velocity varies within each revolution in such a way as to maintain an average of half engine speed. The heart of the MGF VVC lies just underneath the cam cover. The first obvious thing one sees is that the inlet camshaft is not a single casting as in most engines, but is in four sections. Inlet valves for cylinders 1 and 2 are

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TECH TORQUE

The Workings of a VVC Head

controlled by lobes on a ‘half’ camshaft driven by a VVC Mechanism (the most important components of which are two drive rings) at the front of the engine. Inlet valves for cylinders 3 and 4 are controlled by lobes on a ‘half’ camshaft driven by a second VVC Mechanism (incorporating its own drive rings) at the rear of the engine; the drive for the latter is taken from the exhaust camshaft. Each half’ camshaft is in two parts, an inner independent shaft and an external shaft on which the cam lobes are located. Each VVC Mechanism housing is machined to ‘Swiss watch’ standards and contains a pair of needle roller bearings. The other thing one notices is a cast hydraulic control unit, and next to it two one-inch square plastic-coated

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solenoids. These are driven from the Engine Management System (EMS) and, through a spool valve, control hydraulic pressure needed to actuate the control shaft connected to the toothed control sleeve on the outside of each drive ring assembly. One of these ‘half’-inlet camshafts, that for cylinders 3 and 4, is shown in the illustration bottom left. The really ingenious bit is the design of the VVC Mechanism. As the cross-sectional diagrams in the illustration below right show show, the outer control sleeve is machined such that it is much thinner on one side than the other (i.e. its bore is eccentric to its outside diameter). The sleeve can be adjusted through about a ‘quarter-turn’ which causes the pair of drive rings within the sleeve to move outside the camshaft’s centre of rotation. As the drive ring rotates within the sleeve, the camshaft drive pin moves from the inside of the radial slot to the outside, depending on whether the drive ring is at the ‘thin’ side’ or the ‘thick side. A pin at the end of the external shaft slots into a hole in the face of the drive ring, thus transferring the desired amount of movement to the cam lobe’s external shaft and hence to the cam lobes. The illustration below shows shows exactly what happens within each revolution of the camshaft. If you examine the centre row of the diagrams, you can

see that at the 260 degree cam period, the centre of the radial slot always revolves around the central axis. This ensures the drive pin (which transfers the movement to the external shaft on which the cam lobes are cast) stays in the centre of the pin clearance hole. In other words, it performs as a normal fixed profile camshaft would. The top and bottom rows show the extremes of movement available.

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TECH TORQUE The drive pin is no longer always in the centre but can move clockwise or anticlockwise to the edge of the pin clearance hole. The direction and amount of movement is determined by the extent to which the drive ring speeds up or slows down, relative to the input speed. The top row of diagrams show the pin and radial slot in position, which allows the camshaft to open and close the valves faster, thus allowing less fuel/air mixture in because less power is needed. In the bottom row, the valves are being opened and closed more slowly, thus allowing more time for more fuel/air mixture to be burnt, giving more power. Having understood ‘how’ it works, the next question is ’how does the VVC mechanism know by how much to alter things as you drive along?’

Information from the EMS ‘Map’: In order to translate the mechanical system into the measurable performance effect described below, the EMS receives information on a continuous basis from non- contact sensors in several parts of the engine. These tell it the current status of: 1 Inlet cam position 2 Crankshaft rotation speed 3 Oil temperature in the hydraulic control unit 4 Inlet manifold air temperature and pressure 5 Coolant temperature at the top hose The difference between what the current status of each is and what the software inside the EMS has been programmed to

decide the valve opening period needs to be at any particular fraction of a second, is then transmitted through the hydraulically controlled mechanical linkage of the VVC Mechanism to the camshaft lobes.

What is the effect? The software in the EMS ensures that the VVC Mechanism allows the length of time during which each inlet camshaft lobe permits each inlet valve to stay open, to be varied as the camshaft rotates. The amount of variation is huge 5 degrees between 220 to 295 degrees, or about 40 degrees either side of the basic camshaft profile of 2 0 degrees if you prefer. The amount of precision control is incredible. The EMS can map’, and if necessary alter, the degree of valve opening required within each single camshaft revolution. To quote Laurence Pomeroy again. “Increased valve overlap (either side of top- dead-centre) and the extension of the total period of inlet valve opening contribute to increased effectiveness for a given valve area.”

A Musical Analogy: Whether you prefer Beethoven or heavy metal, what you hear is a very constant rhythm, in the former case with melody on top. If you take one bar of music, the underlying rhythm and hence the overall speed at which it is played can remain the same as hundreds of bars either side of that one. However a good instrumentalist

(whether a string or wind player) can vary each note within one bar, and give clearly audible differences in phrasing. This, in its way, is what VVC does. It listens through the EMS sensors to the way you drive the car. The crankshaft rotates at a constant speed (i.e. constant rhythm) yet the inlet camshafts rotate at variable speeds depending on the instructions given to them by EMS.

VVC s ene ts The system increases the power output from 120 PS to 145 PS. This additional 25 PS is available over much more of the rpm range, giving more torque than the standard car. It also increases the maximum safe limit’ by 8 from , 50 to ,300rpm. The driveability of the car is drastically improved because the increased power is available between 4,000 and ,000 rpm, which is what you need when accelerating hard to overtake that lorry. Because the system enables the cam profile (and hence volumetric efficiency) to be accurately matched to the amount of ‘welly’ you give the accelerator pedal, you use less fuel, probably by as much as 5 to 10 , depending on your driving style and the journeys you take. Finally, how can one measure increased ‘fun’. Getting from ‘A’ to ‘B’ today is an absolute chore. Anything that contributes to ‘Safety Fast’ is a big plus. Through the VVC system, Rover has achieved this in quite a remarkable way. What a pity that ‘Pom’ is no longer around to write about it.

The performance curve of the 1.8mpi engine (left) and the 1.8 VVC engine (right). 66 SAFETY FAST! AUGUST 2020

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COMPETITIONS

2020 SEASON-OPENER ALL CHANGE FOR MG CAR CLUB’S LONG-AWAITED DONINGTON MEETING By Graham Keilloh Photos Colin Murrell and Dickon Siddall

G Car Club’s 2020 racing season at last got underway with a packed meeting at a sunny and warm Donington Park. A host of MGCC categories were present, as was Equipe Classic Racing as well as Morgans and Minis as special guests. And, of course, much was new at the meeting with conspicuous, but efficient, Covid safety measures in place in what was both the Club’s and the circuit’s first post-lockdown meeting. And on track as well much was new, particularly at the sharp end.

MGCC MG Trophy Sam Kirkpatrick was especially glad of a change for Donington Park’s curtain-raiser. He raced his newly upgraded MG ZR 190 for the first time, it being converted from his Class B R 1 0, and had a stunning weekend. It started with two decisive MG Trophy wins, the first of which was accompanied by the Driver of the Race award. Fred Burgess twice finished runner-up to Kirkpatrick, in both races. And Burgess, just like Kirkpatrick, was racing a 190 in Class A rather than a more familiar Class B 1 0. Ross Makar took a pair of third places, while James Dennison won both Class B contests. The first of Dennison’s wins opened up to him when two rivals hit 68 SAFETY FAST! AUGUST 2020

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problems: Adam Jackson’s engine blew up and long-time leader Tylor Ballard slowed with an exhaust problem. In Dennison’s second class win he clung on ahead of a multi-car fight, which also got him Driver of the Race and Driver of the Day. MGCC Cockshoot Cup Sam Kirkpatrick the following day made it four Donington wins from four as he also bagged two imperious Cockshoot Cup victories. Ray Collier in his 190 twice finished a distant runner-up to Kirkpatrick, while Keith Egar in his Midget was third in race one and Karl Green in his S 180 completed race two’s podium. Reigning champion Paul Clackett claimed a dramatic race one Class B win amid problems for his challengers. Ian Whitt rose from the back after brake problems in qualifying, and took the lead from Clackett at around a third’s distance, but his Midget almost immediately lost drive with an alternator problem. Chris Greenback got Driver of the Race after winning Class F in his TF 160. Whitt in race two again rose from the back and this time won Class B as well as finished fourth overall, just three seconds off a podium place. It earned him Driver of the Race and Driver of the Day. Greenback again took Class F’s honours.

MGCC BCV8 Championship Ollie Neaves in the BCV8 championship was another in new machinery, as he’s overhauled his MGB to return to frontrunning Class D. And he, like Kirkpatrick, immediately took two wins despite the car’s only previous running being a half-day shakedown prelockdown at Snetterton. Neaves had switched from BCV8’s Class D to C some years ago. “When I won the championship in that (Class C) I just felt the need for more speed, it just had to be done!” he continued. “It took me about two years to slowly accrue all the parts (for a Class D car). I got there in the end and it’s paid off.” In race one, Neil Fowler took the lead from poleman Neaves at the start, and Neaves got back past to lead before mid-distance. Jim Bryan won the Class C contest after a frantic battle with Jonnie Wheeler and Steve Wells. Mark Scott took a clear Class B win and this also got him Driver of the Race. Russell McAngus won the Class AB contest by over 10 seconds. And Neaves made it a double in race two, and got Driver of the Race with his second victory. Fowler again led off the start but Neaves had the lead back by the end of lap one, then moved clear. Bryan in race two took a second Class C win. James Wheeler took over his dad www.mgcc.co.uk

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COMPETITIONS Jonnie’s car for this race, as his own GT V8 developed what sounded like a valve problem, meaning he sat out race one. In race two Wheeler rose from the back to get with Bryan to fight for class honours, but he then slowed as something didn’t feel right at the front of his car. Scott claimed his second Class B win of the day, by 2.3s from Babak Farsian, while McAngus bagged another Class AB victory. MGCC MG Cup supported by Peter Best Insurance Continuing the theme of the meeting, reigning MG Metro Cup champion Jack Ashton was yet another in upgraded equipment. He has replaced his 1.4-litre Metro engine with a 1.8-litre version for a move to MG Cup. And at Donington he immediately joined similarly equipped Mike Williams in fighting for victory. Williams won the first race, while the pursuing Ashton retired with a broken gearbox. Reigning champion Richard Buckley, now in Class B with a R 1 0, rose to finish second overall ahead of Stuart Tranter’s Tomcat and got to take the class win with it. Carl Robinson beat Dale Reet to Class A victory and was awarded Driver of the Race. For race two Ashton installed a new gearbox with a diff in it, and found the car much improved. On lap one, though, while dicing for the lead with Williams in the Craners with his unfamiliar ‘box, he selected second gear instead of fourth, locked his wheels and ran through the Old Hairpin gravel. He quickly recovered to second, and before we could find out if he could haul Williams in, Williams pulled into the pits with a seized wheel bearing. It left Ashton well clear, yet there was late drama as his Metro started to smoke, possibly related to the earlier over-rev, but he just held on to beat Tranter by a scant 0.6s. Kayleigh Twigger completed the podium, competing in her dad Chris’s for-sale Tomcat in tribute to him, as he is now unable to race due to motor neurone disease. Kayleigh also got Driver of the Race. Dennis Robinson in his 1 0 won the Class B contest ahead of Buckley, who had a brief off at the Craners, while Carl Robinson again beat Reet to Class A honours. www.mgcc.co.uk

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Drayton Manor Park MG Metro Cup The MG Metro Cup shared its grid with the MG Cup, and with Jack Ashton moving on and Dick Trevett taking his regular alternating year out, there was a big opportunity for others to step to the front. Tim Shooter narrowly beat the returning Mark Eales to win the first race and got Driver of the Race with it after leader Richard Garrard had a spectacular fiery exit caused by a turbo oil pipe. Dan Willars finished third. Shooter and Eales again battled for the race two win, but both hit problems. Willars bagged victory ahead of Phil Goodwin and David Javes, and Kyla Birdseye in fourth got Driver of the Race.

Lackford Engineering MG Midget & Sprite Challenge David Morrison looked dominant in the opening Midget Sprite contest as he streaked clear in the lead from pole. But then his Midget developed a misfire under a late safety car, and in the brief late green flag resumption Richard Wildman’s Midget thrillingly closed in then passed Morrison for first in the last breath. Michael Chalk completed the podium. Pippa Cow was fourth home and got the Class E win. Carl Chadwick won Class D and got Driver of the Race, while Mike Henney won Class I. Morrison was hopeful his misfire was peculiar to the safety car, but come race

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COMPETITIONS two the problem remained and Wildman made it a double win, despite nursing a brake problem. The hobbled Morrison fell to finish third, behind the worthy recipient of Driver of the Race Edward Weston, who climbed from the back to claim his best-ever result of second, driving a car his dad David built the year he was born! Cow again took a comfortable Class E win while Philip Stader pipped Henney to Class I victory by just 0.2s. MGCC Triple M Challenge Tony Seber in his Wolseley Hornet Special won both Triple M races. In race one he prevailed in a fight with Charles Goddard’s PA Special. Rodney Seber in his own Wolseley Hornet Special rose from the back to race with them, rising 14 places to second on lap one. Richard Frankel in his K3 Magnette got by him for third on the last lap and received Driver of the Race. Tony Seber again beat Goodard in another close fight in race two, with Frankel again taking third. Vernon

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Mackenzie in his PB Cream Cracker just claimed fourth overall from Simon Jackson’s PB, as well as getting Driver of the Race. Andrew Morland in his PA took two comfortable Class A wins, while Goddard got both Class B wins. Equipe Three Hour Classic Relay The Equipe relay was a close contest throughout its three hours. It was won by the 50 Shades’ Lotus Elan pair Cliff Gray and Stephen Bond, who after a topsy-turvy battle prevailed over the Squadra Budino Nero team made up of three MGBs plus an Alfa Romeo GTA and with Tom Smith, Martin Richardson, Andrew Lawley and Jonathan Hughes driving. The contest for first place was resolved when Gray chased down Hughes late on and passed with 10 minutes left. Hughes’ MGB later had to slow with a technical problem but still hung on to second place. Equipe Classic Racing Sprint Races Jonathon Hughes is a well-known historic single-seater racer, with even a Monaco

Historique Formula Junior win on his CV. Yet in Donington’s Equipe contest he was another taking an unfamiliar car to debut victory. He was there giving his Jaguar E-type overdue post-lockdown laps, and in Equipe’s opening sprint race he eased the rapid machine to an imperious victory, rising from 18th on the random grid to lead after just over a lap. He won by 46s from Mark Holme’s Austin Healey, and Bond back out in his Elan was third. There were two Equipe sprint races due to demand, the grids split depending on when the entry was received, and Holme, now in a 3000 MKII, won the second sprint race after taking the lead in the pitstop round. The Robin Ellis and Nick Trott Lotus 26R led the race’s early part but had a longer stop with a driver change to complete. Trott dropped to third by the end, behind Tom Smith’s MGB. For a more detailed race report, with driver quotes, visit www.mgcc.co.uk/motorsport

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COMPETITIONS

Chris Berry (left), with Morgan Short on the bonnet of the 216 GTi and his dad Martin Short on the right. Photo: Kirsty Baulch.

BACK OUT ON TRACK AFTER 30 YEARS! The MG Cup had a car, and a name, added to its Class A entry at Donington Park, that may have seemed familiar to onlookers. Morgan Short, son of racing legend Martin Short, was competing in a Rover 216 GTi. And it is a special car, one Martin built three decades ago for Chris Berry, and which Berry’s teammate Spencer Baker took to the 216 GTi championship in its only year of competition. The car hasn’t raced in 29 years, or indeed run at all in a decade. That was until Donington. “It’s a bulletproof Honda engine, so we haven’t done any overhauls or changed anything major, just cleaned it up and put some new tyres and it’s been pretty much ready to go from the start,” Morgan said. The car even had its original livery.

KAYLEIGH PAYS TRIBUTE TO DAD CHRIS Kayleigh Twigger had a sentimental one last job for a very significant car in the MG Cup at Donington Park. She raced her dad Chris’s Rover 220 Tomcat Turbo for likely the final time, as it’s up for sale because Chris can no longer race the car due to the effects of motor neurone disease. Chris participated in three MG Cup rounds last year in the Tomcat. “Tomcats are my dad’s everything,” Kayleigh said. “He pushed me to start racing so I thought it was only fair. He said ‘well, you race it one last time’, so I’ve done it. “It’s an ex-Dunlop (Rover Turbo Cup championship) car, one of the original cars,” Kayleigh continued. “It was sat in a unit until 2019 and then we got it, my

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It was only Morgan’s third-ever race, and was what he and his dad called his first proper’ race after a couple of C1 outings. “They’ve (C1s) only got 65 horsepower, this has got 140, and tyres with grip and a car that handles properly,” Martin observed. Morgan’s expectations were therefore modest in advance. “I just wanted to be not last overall and hopefully be somewhat competitive,” he noted. Yet in qualifying he took two class pole positions, as well as claiming eighth overall on the grid for both races. Morgan’s races were a bit less straightforward, with Morgan’s lack of standing start experience, plus he lacked the straight-line speed to get past rivals, such as the Metros that MG Cup shared the track with. Still, he brought the car home unscathed and came away with a trophy for third place in class in race one, as well as taking fourth in race two. Plus, Berry was there to witness it all, and he admitted to a tear in his eye at seeing his old mount back out where it belongs on track. “Having a trophy is a real bonus,” Morgan concluded, “just really happy. Would’ve liked another one, because I had a better second race but the traffic just didn’t fall in my favour, I had a bit less luck I felt like I was more prepared for the second race and I was quicker.” Martin added: “The main thing for him is learning how to drive a lower-powered car against higher-powered cars, which is going to make him a better driver, because you’ve got to learn cunning and become wily, like Wile E Coyote, because it is a skill to have less power and still maintain pace.” Morgan intends to be back out in MG Car Club’s Snetterton meeting and to compete the full MG Cup season, as well as possibly race the Rover in other categories. “It opens so many more avenues than the C1 does,” Morgan added. “I’ve got to say it’s a lot of fun going down the Craner Curves today, I can’t imagine it would be quite as fun in a C1!”

dad bought it to come racing with me because I originally raced his other Tomcat, so he needed one because I wouldn’t give it back!” At Donington, Chris’s livery and name remained on the car with Kayleigh’s added for the day, and the usual ‘TWIG 1’ number plate was replaced with ‘DAD 1’. Kayleigh did her dad proud, as despite dropping out of race one with a driveshaft failure, she took a podium place with third overall in race two and got Driver of the Race with it. It might not be quite the last we see of the car in Twigger’s hands, either, as Chris, bitten by the bug at Donington, would like the car to be raced at Snetterton’s MG Car

Club round in September, too, if the car isn’t sold by then. “We’ll see,” Kayleigh concluded, “if it don’t go, we can go, can’t we?”

Chris Twigger out in the Tomcat at an MGCC meeting last year. Photo: Dickon Siddall.

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RACE TORQUE

RACE TORQUE by Mark Baulch Photos Colin Murrell

fter more than nine months, MG Car Club finally went racing again at Donington Park on July 11-12. Whilst many things had to be different and the paddock felt rather strange, it was clear that everybody was pleased to be back. Social Distancing meant no handshakes or hugs as friends saw each other again and prepared to take to the track to play out rivalries new and old. There were plenty of smiles and some nice stories to be shared, many of which you can read about elsewhere in this magazine, with a race report and the stories of both Morgan Short and Kayleigh Twigger from MG Cup. The lead up to the event saw lots of changes to procedures and many meetings by video conference, which was a new experience for quite a few. All of the driver briefings were also done in this way, on the Wednesday before the race meeting. We were delighted to welcome over 300 competitors over the course of the

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weekend and had all of these signed on by way of a pre-event declaration, which was not entirely without challenges! Senior Officials and Championship Co-ordinators also had pre-event meetings and MG Car Club would like to record their sincere thanks to all of these volunteers for the time that they put into this event in advance. We simply could not have done this without you. As we were one of the very first Motorsport events to run after Lockdown, on the Saturday morning we were joined

by a senior representative from the Governing Body, Motorsport UK. I am delighted to report that we were seen to have gone ‘above and beyond’ with all of the procedures that we had put in place in order to keep everybody safe. For me, there are many ways to measure the success of a race weekend. To welcome all the competitors, run 19 races, to schedule, with no major incidents and no severely damaged cars, is incredible. To do all of this with new regulations and procedures in place and to still see those happy, smiling faces is a credit to all involved. I could not possibly name all of the Marshals, Officials, Venue Staff and others that assisted, but they know who they are and we are extremely grateful to them. We now look forward to both Snetterton and Oulton Park, just weeks away on the first weekend of September and first Saturday of October. We were eventually able to welcome spectators to Donington Park and hope to be able to do the same for these meetings, although, at the time of writing, the Paddock may have to remain closed to them. The return to racing has already provided an exciting spectacle that I am sure will continue, so it will be well worth your while being there. Both race meetings will have busy timetables again. At Snetterton, we will be enjoying the longer 300’ circuit and will be joined once again by our guests from Equipe Classic Racing and Morgan, with the latter on track on Saturday. So there will be plenty of exotic metal in action, as well as the MGs that we all love to see in their natural habitat, as racing has been a part of the marque since the very beginning. Hopefully we will see you in East Anglia or Cheshire. In the meantime, stay safe and well.

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MGs ON TRACK

MG on track

Duncan Wood duncanw@mgs-on-track.com

BACK ON TRACK C

all it cock-eyed, call it foolish, or call it merely cautious, but however you choose to describe it an air of optimism does now attach to the remainder of MGs on Track’s Calendar for 2020, and to this end the full list of events is included here. Of course, regular MGoT members will receive our newsletter and will keep an eye on our web pages, so for them it may be a duplication. However, those who are still toying with the idea of trying a track day with us, or those who are new to the Car Club and did not know of our existence, may find the inclusion of the Calendar in print an enticement to explore further. Our events are open to drivers of MGs of all types and ages, and we also extend a welcome to owners of compatible marques such as Triumphs or Morgans. Our events are usually divided into rolling sessions throughout the day, allocated according to driver experience and vehicle potential. Drivers need only a regular driving license and a helmet; normally MGoT have helmets for rental although for health reasons this has been suspended until further notice. Novices are particularly welcome at our events, and we would always encourage them to take a session of instruction from one of our ARDS qualified instructors. Again, until the return of those dimly recalled ‘normal times’ one-to-one instruction in car is not currently possible. Finally, newcomers can be assured that rules governing overtaking

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and general driving behaviour on track mean that a fun, sociable and safe day out is guaranteed. As with other branches of the Car Club, MGs on Track is run by a committee of volunteers on a not-for-profit basis so there were no worries about finding salaries in lock down, but the Covid-19 crisis has created other financial concerns for us. Much of our calendar is arranged towards the end of the previous year, and this means that sizeable deposits need to be paid to circuits well in advance of an actual event. Those events that were cancelled by the track operators have either been rescheduled, as Mallory Park has been, or have been postponed until 2021, as is the case with Snetterton. The big worry for the committee was that as the restrictions lift and circuits reopen, we would be committed to holding and paying in full for events that nobody would come to! Thus far these fears seem to be unfounded, as the take-up of places as we have opened events has been both swift and complete, suggesting that members have been missing their track day action at least as much as a visit to the pub, a hairdo or even toilet roll! Anglesey is popular with everyone who has ever been there, with interesting track layouts combined with distant mountain scenery and bracing sea air. However, it is a lengthy journey for anyone living in the south of England or even Wales, so it was very pleasing how quickly this event

sold with our ever-important break-even point being reached in a couple of days. Obviously, this event was dependent upon the Welsh government lifting the fivemile rule and allowing hotels to reopen, which is happening as I write this report.... considerable relief all round! A much-anticipated visit to Mallory Park in late April was postponed but has now been rescheduled for the end of August. Initially a sell-out, within hours most of the original bookers have been able to accommodate the new date, with just a small number asking to transfer to an alternative track day. In March’s Safety Fast! I smugly predicted that the April event was unlikely to be cancelled due to snow as happened at a previous visit a decade earlier, so I’ll keep silent this time and make no further predictions for August, although my fingers are firmly crossed! As our first Castle Combe event needed to be cancelled, there was much pent up demand for the September event which sold out completely within a day. This is always a favourite venue and appeals particularly to those in the South West or South Wales for whom it is their most local circuit. Remember that for any of these track days you can sign up to receive notification of any extra places that come available due to others needing to cancel, so often there is a second chance to book onto otherwise sold-out events. Finally, our first event post lockdown is being held at Blyton Park virtually as I type these words and, again, this track day sold out almost within hours. As I am not there myself, I am going out on a limb by reporting that everyone had the most fantastic day, the sun shone continuously, and there were no mechanical breakdowns. Surely at least two of those must be true!

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MGCC MGCCSPEED SPEEDCHAMPIONSHIPS CHAMPIONSHIP MGS ON TRACK – 2020 CALENDAR

John Wilman, Beechfield, Fern Bank, Chapel-en-le-Frith, High Peak. SK23 0JJ Tel: 07778 165186 www.mgspeed.net

Please visit www.mgs-on-track.com to register, check availability, or to book a track day. Registered members will receive regular newsletters and notification of event opening dates.

Anglesey – August 10 Experience this challenging circuit on a day shared with the Lotus

Club.

Overlooking the Irish Sea and with views to Snowdonia this track amply repays the journey west. Mallory Park – August 25 A welcome return to this characterful

Midgets assemble for a run at Curborough in 2017. Photo: Neil Thomas

Leicestershire circuit with lakes! Third time lucky? Castle Combe – September 7 An opportunity to enjoy the thrills of this ever-popular track which includes a couple of chicanes and high speed, technical corners! Donington Park – October 5 A circuit with a long history, this is a firm favourite with all. Includes plenty of changes of elevation and the swooping Craner Curves. Goodwood – October 26 Our second visit of the year in case you missed the first due to popularity! Brands Hatch ‘Indy’ – December 7 Our season finale; don’t miss the chance to enjoy this undulating circuit including the world renowned Paddock Hill Bend!

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Since I last composed the July article things have moved on a bit. There are now signs that things are starting to progress and some events are going to run and others are still being cancelled. In other words, still a rather confused picture overall. Shelsley Walsh ran an event on July 25 and the Midland Centre’s Curborough event will run on August 2, albeit as a joint venture with Shenstone District Motor Club and it will be run as a noncompetitive event. On August 15-16 there will be the Welsh weekend, comprising a sprint at Llandow on the Saturday and the same at Pembrey on the Sunday. Looking forward a little, the MGCC South West’s Wiscombe hillclimb will take place on September 12. However, the Gurston Down event which normally follows on the next day has been cancelled. I am pretty sure that the Harewood hillclimbs on September 1920 will take place, and we have had confirmation that the season’s last event,

which is the Pegasus sprint at Castle Combe, is going ahead on October 1 . Bear in mind that all events will have to make adjustments to stay within the Covid-19 guidelines and if spectating is your thing, check before you go to make sure that spectating is allowed. This is as far as my crystal ball will allow me to go at this stage in the month. There are a number of events which have been hastily put together by various clubs, and viewing of the MGCC newsletter and other clubs’ websites is the best way to keep informed. If you are thinking of putting your toe in the water and competing in next year’s championship here is some good news. Registrations received this year will be automatically carried over to 2021 along with the registration fee. This means that you could enter an event under our banner during 2020 at no extra cost. Or put it another way, 18 months for the price of 12. Not often you get a BOGOF in motorsport. Keep on staying safe and sensible.

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OUT&ABOUT

3 1. David De Saxe’s MGA 1600 is pictured together with the image of an older form of transport – one of the white horses etched on the Wiltshire chalk downs. This one at Alton Barnes. Photo: David De Saxe 2. Chris Flemington and his wife Terri celebrated VE day by getting Bertie B and Monty Midget out and putting them on show for all to enjoy in their village in Surrey. Photo: Chris Flemington 3. The red, white and blue collection of John Ward’s MGs on display for VE Day. Photo: John Ward 4. This year’s ‘Drive It’ Day was more of a push it day for John Dorney. Several years ago he bought a partially assembled J2 and several boxes of bits. He recently got to the stage where he had reunited the chassis with a correct J2 engine and pushed the car out into the sunshine. 5. The stunning 37-year-old MG Metro of Paul Thompson, having some well-deserved TLC after being used throughout lockdown for essential voluntary duties. Photo: Paul Thompson

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5 www.mgcc.co.uk

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OVERSEAS

AN MG IN PARADISE By Brian Woodhams

G really is the Marque of Friendship. This was a completely by chance meeting on a cruise to Hawaii early on in the year. We were island-hopping and had enjoyed a few days on Oahu and Kauai, with our next stop being Maui. Here we had decided to do our own thing and try to find the graves of a great Uncle and Aunt who lived on Maui. We had of course been doing research on our family tree and descendants, and whilst my cousins and I had memories of receiving exotic food hampers from Aunt Violet in Hawaii in the late forties early fifties when we had food rationing in the UK, we didn’t know where she fitted into the family. Our research led us to Makawao Cemetery in the centre of the island, and we now knew she was from California, was believed to have been a nurse, and had married my mother’s uncle. It is amazing how one clue leads to another source but provokes more questions. We found the graves, and I was able to thank my Aunt for the hampers. On the

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grave it mentioned she died at Kula. We asked the taxi driver what or where was Kula, and were told it was not far and she believed there was a hospital there. On arrival at the hospital we were met by a security guard who as soon as I mentioned the name Atherton (Violets maiden name) became very interested as he had been reading a book about the hospital the previous weekend. He gave me the book details and showed us a plaque on the hospital wall which mentioned the Atherton family. That’s the background to why we were there, and our research is continuing. We left the hospital and after about two miles I suddenly instructed the taxi driver to pull over and stop. I got out of the taxi and walked back to a house on the other side of the road and below is what I had seen in a flash as we drove by. I knocked on the door and it was answered by a very attractive lady called Tami. I explained that I had noticed the MGB and enquired who owned it. She then went to fetch her husband, called Maurice Emery,

and we were soon chatting like long-lost friends, as I was wearing a 2015 NAMGBR MG T shirt from Niagara Falls. We uncovered the MGB to reveal a very pretty and original Tartan Red 1966 roadster. Maurice told me he also owned a 19 2 Blue MGB GT in Washington State after we had explained why we just happened to be passing. He gave me his email address and we promised to be in touch once we had returned to the UK. Maurice has since been very helpful in getting the book on the hospital out of the local library to find there is a picture of my great Aunt in the book with several mentions of her charity work for the hospital. He is now looking for a second-hand copy on the island as it is rather expensive to buy new. The icing on the cake for me is that Maurice and Tami have joined the MG Car Club.

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CENTRES ABINGDON WORKS Tony Cotter sfscribe@mgabingdon.org.uk www.mgabingdon.co.uk Normally at this time, we would be well and truly into the Classic Car Season, with events of some sort virtually every weekend to enjoy. Sadly, this is not the case this year, and consequently, there are no events to report on, and no future events to update you on. And in case you weren’t already aware, the committee have taken the difficult decision to cancel this year s Summer ay Out run, which was planned for August 16. Our website has a full listing of events that have been cancelled or postponed. Please check out www. mgabingdon.org.uk/ for the latest news. A lot of work goes into planning our Centre events, particularly the St. George’s Day, Old Specked Hen and Summer Day Out runs. The good news is that most of the route planning had already been completed before the Covid-19 lockdown, so although disappointing, we hope to be able to go ahead with these gems in 2021. Talking of lockdown, I had the rather unfortunate experience of partially closing the

ANGLIA Rob Muir 01206 862619 scribe@mgccanglia.com www.mgccanglia.com I hope all our members and their families are safe and coping with these unprecedented times. Although many of our events will have been postponed or cancelled this year, it is great news to hear that some of our summer favourites have firm dates set for 2021 The Anglia Centre Summer Picnic is now scheduled for Sunday June 27 2021 at Holkham Hall,

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A34 near Abingdon last month. The one and only time Lin and I ventured out in our ZT190 was at the end of June to buy hanging baskets, following the partial lifting of travel restrictions. I was aware that my battery wasn’t great, as I’d had to charge it a few times during lockdown just to start up the engine every now and then. But I didn’t realise just how bad the battery was, and despite a 10-15-mile run to Millet’s Farm garden centre, the ZT wouldn’t start when we returned to it, armed with our lovely baskets. To ensure Social Distancing was maintained, we push started the car and the engine fired up O and we headed for home. All was going well until we reached the A34 at Abingdon, when I realised the indicators had stopped working. And the fuel gauge, rev counter and speedo were all registering zero! Fingers were tightly crossed to get home before anything else failed. Too late, the engine died and I had no choice but to coast to the side of the busy dual carriageway. Lin clambered up the embankment to call the RAC, while I waved the only thing I had to hand, my green MG cap,

near Cromer, Norfolk. The Queen Vic Classic Show and Concours will be held on July 4 2021 at Billericay Common, whilst The Helmingham Hall Classic Car Festival has been moved to 2021 on August 1.

to warn oncoming traffic The 30 minutes it took for the Police to turn up seemed like an eternity. But once they did, they set up a rolling roadblock while they coned off the lane for protection. Scary! I now have a shiny new battery. The moral of this story is to not only check your battery regularly during long periods when you aren’t using your MG, but do something about it if you think it may be on its way out. MGs were built for driving, they don’t like sitting idle on the drive or in the garage. Finally, a warm welcome to all new members. We hope to see you at an event when safe to do so.

visits Needham Club Meet Open Evening. Bottom left, our visit to P & A Wood Rolls Royce restoration experts. Plus, Helmingham Hall 2019.

Anglia Centre Photographic Competition It is good to see so many entries being submitted for the competition which is really taking off. Send your entries to Webmaster Kelvin Fagan at webmaster@mgccanglia.com Three previously unpublished photographs this month of happy times with Anglia Centre members from last year. Right, The Old Speckled Hen MGB

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CENTRES CALEDONIAN Bob MacGillivray 07870 407111 mgcarsscotland@gmail.com www.mgcaledonian.com When you receive this, you will still be in time to join us at the Kames Classic Show at Muirkirk, Ayrshire, on the 23rd. We can only take 25 cars on our stand so please check our website to see if any spaces are left. As I write this in early July, we ha e 18 cars entered, so it is filling up f the stand is full then you may be able to just come and pay at the gate. Contact me if you need more info. Might be your only opportunity to show your car this year! The following weekend on August 29 is the annual MGA day. I expect most of you with MGAs already are aware of this but again, if you need more info, check our website. eyond that it is difficult to say at the moment, but would hope that we could at least fit in a day run or two in early autumn. Obviously check the website for details and make sure you are on our email list so you can receive regular updates.

DEVON & CORNWALL Young Janner II bobslatter@hotmail.com www.mgcc.co.uk/devon-cornwall-centre Whilst we are still in uncertain times, I hope that all our members are keeping safe. It has been possible to enjoy our cars a little since the lockdown restrictions have been eased. We are still unable to organise any sort of events, whether it be Natters or something more of a gathering elsewhere. It is imperative that we have up-to-date email addresses for members as this is going to be the quickest way to inform you what is going on at short notice, should we be permitted to get close to normality. My plea in the last notes brought forward only one reply from a member updating their email address. I do still get a large percentage of emails returned through incorrect addresses, so drop me a line so I can update the database.

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I did mention last month, our annual Newsletter. My inbox is not overfull with articles, so if you would like to contribute something please get in touch. Despite lockdown and a likely depressed economy, the classic car market still seems strong. Prices at auction and numbers of cars sold are holding up. I am always interested to know of any ‘new’ MGs heading this way or indeed of any for sale. Details can be circulated to our members by email, whether of cars or even just parts. A recent email to our chairman about a yard containing several MG Rovers has turned up a 75th Anniversary F previously owned by a member, and which is now likely to be restored. It is surprising what can be found – this is one of only 500 built for the UK market. A recent podcast from Kimber House featured the 2014 MGLive! show and the Caledonian Centre was mentioned. Here are pics from that event. Hope we can look forward to a great event in 2021! That is all for now. Please, if you do not receive emails from me, send me your address. I can then keep you fully up to date. Stay safe.

As there have been no past events, and still no potential ones, I have delved into the archives for some pictures. These are from 1959, the first time the e on and Cornwall Centre won the prestigious uffield Gold Cup which was presented at the MGCC Showtime Dinner in London. The cup was originally donated by Lord uffield to go to the MGCC Centre or egister showing the “most meritorious growth, enthusiasm and enterprise during the previous year”.

The pictures show from L to R: Lord Mayor of Plymouth, P Washbourn with I Stanbury (Treasurer), E Dickaty (Chairman) and H Beare (Secretary) of the Centre in November 1959. The second is the menu for the Celebratory Christmas Dinner held at the Victoria Hotel, Torquay, with over 150 people present. After the picture was taken, the local MG dealer, W Mumford Ltd., had entertained all to lunch at the Grand Hotel, Plymouth. Those were the days!!!

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CENTRES LINCOLNSHIRE Ian Mackenzie 01529 497849 MaccaV8@aol.com www.mgcclincolnshire.co.uk Hopefully, by now, many of you will have entered our “Virtual Driveway Concours” by sending a minimum of six photos of your car (one of each side, front, rear, interior and engine bay) by email to Webmaster Bob at: rjwelchmidget@aol.com along with a few notes about your history with the car, any work/rebuild/improvements made. Closing date for entries is Sunday August 16, the original posted date for the physical event. I am saddened to have to advise you all that we have lost Stuart Nell, another stalwart of the Centre. One-time Centre Treasurer, and enthusiastic accumulator of all motors British, Stuart sadly passed away in June after a short illness. Looking forward to September, we have been given approval by Motorsport UK to run what will now be our only Centre Autotest of 2020, on Sunday September 13, at our usual East Kirkby site. For further information, including Entry Form and ASRs, see our website, or contact David

MIDLANDS David Wood Website – www.mgccmidlandcentre.co.uk Midland Centre Facebook - @ mgccmidlandcentre Email – admin@mgccmidlandcentre.co.uk Is it the time to venture out? At the time of writing (July 5) certain areas within the UK have now been allowed to venture out of lockdown and begin those tentative steps to see our friends and neighbours. However, I am sure many people are still quite apprehensive in taking these steps, even if their own personal medical situation allows them to do that. The MG Car Club has updated its advice based on the latest Government guidelines. It may be useful for the local MG Groups, Natters and Registers to continue to refer to this prior to any consideration of the holding of Group meetings during the next few months. The link to the MGCC website can be found at:www.mgcc.co.uk/mg-car-club-corona-virusguidance/

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Stuart Nell at East Kirkby

Stonehouse on 01790 754774. For up-to-date news, please log on to the Centre’s website, and also, if possible, help Webmaster Bob by sending him ideas, photos, articles, etc, as requested in his “Lockdown News” on the front page of the site. Bob has also taken the reins as Centre Messenger, and will be regularly emailing all members on our lists with up-to-date News

Reports. It would appear that some email providers (for example BT and Hotmail) react to our group-originated emails by placing them into spam or junk folders, so please keep a regular eye out for “incoming”. Although we are not yet able to run Centre Natters, a few of us did attend the MGs on Track Day at Blyton Park in North Lincs as fresh-air spectators, to cheer on some of our local friends.

Some of the assembled cars at Blyton Park

It’s GO for Curborough – August 2…. After extensive consideration and canvassing of potential entrants, the Midlands Centre, in association with Shenstone & District Car Club, has taken the decision to go ahead with first Sprint meeting of the season at Curborough on Sunday August 2. It will not be a full sprinttype meeting as there will not be a competitive element, but this will be identified as a practice event. Cars will be timed for the personal challenge with no awards given out, although entry costs at £75 are much lower than normal. Regretfully ‘spectators are not permitted to attend’ but by doing this, the organisers are convinced it will allow the staging for a successful meeting. At the time of writing, 46 entries have been received and there are still four weeks remaining to increase that number to a targeted 60 entries. Also… It is understood that Shenstone & District Car Club are in the early stages of planning another Sprint at Curborough on September 6. Entries will be open for MGCC Members and usually quite a few MGs enter, so could be a

good event for all things sporting. For further information check the SDCC website at www. curborough.co.uk/ Finally… Although many regular events have so far been cancelled for 2020, and as the national lockdown becomes eased, I feel sure that many clubs, organisers and companies will continue to think outside the ‘normal’ box and begin planning the ‘different kind of normal’ as we progress through this summer period. If possible and providing it’s safe to do so, and if the correct level of social distancing can be maintained, then we should consider supporting these, but only IF and WHEN is feels right in our own minds and our situations. With the regular press requiring long lead times for these notifications, the most instant, up-to-date and accurate way to collect this news is to regularly look at the Midland Centre Website or Midland Centre Facebook posts. Details of how to access both of these are shown below. Midland Centre website – www. mgccmidlandcentre.co.uk

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CENTRES NORTH WEST Paul Goodman 01625 876300 Mid-Summer has arrived with uncertainty still surrounding the possibilities of the Centre running scheduled meetings The first two rounds of the Cockshoot Cup Race Championship will have taken place in mid-July with a grid of more than 20 cars spread across all four classes. This leaves a further fi e races to be run nglesey Circuit is the venue for rounds three and four over the weekend of August 22-23 at a meeting being run by the British Sports and Racing Car Club. It is not known if spectators will be permitted yet with the “rules” in Wales being different to England. Then it is a ourney across country to orfolk for rounds fi e and six at Snetterton on September 5-6. This will be the Championship s first isit for a long time and there has never been a race on the longer 300 circuit The final round will be at our own Oulton Park meeting on Saturday October 3. If the Centre is allowed to run regular meetings then these will be at the Cheshire County Sports Club on Tuesday August 11, the Plough and Flail a week later on Tuesday August

Centre Display at the Oulton Park Gold Cup in 2016. Photo: Paul Goodman

18 and the lunchtime meeting at a venue to be shown on our website on Wednesday August 26. fi ture for our Centre display is always the Gold Cup at Oulton Park on Sunday August 30 and Monday August 31. The race meeting will be run by the Historic Sports Car Club. If our Members are permitted to attend, then an announcement will be made on the website and regular attenders will be contacted by email. Race organising clubs are investigating the streaming of events, so it is worth keeping an eye on Facebook and YouTube. With so many competition events packed into the later part of the year there should be plenty to watch.

SOUTH EAST Ray Ruffels and William Opie raywillmg@gmail.com www.mgccse.co.uk As we write the August notes the Government has started easing lockdown so we are getting closer to rediscovering our MGs in the remainder of the summer! The MGCCSE July newsletter was distributed a few weeks ago, so if you have not received it, it can be accessed on the SE website at www.mgccse.co.uk/newsletter/ With all events now sadly cancelled until the end of August due to the Covid-19 pandemic, however, some good news as John Gallop and Tim Morris have joined the SE Committee specialising in Social Media and as Webmaster respectively, so both these important communication channels will be revised. Part of this update includes a new members Facebook “Chat Group” which is now available at www.facebook.com/ groups/259127225161827 This is a private area on Facebook where members and prospective people in the area can request to join provided they can demonstrate

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they are located in the South-East. Within this private online community members/people can share experiences and chat in a secure en ironment, as well as be notified of acti ities such as events in advance of what is published on the public Facebook page. This is a new dynamic and up-to-date method to share MG ideas, expertise, stories and images so do take the earliest opportunity to review, as this medium is an important part of future communication.

Speed event organisers have been coming to terms with Motorsport UK’s new requirements for running safe e ents This is more difficult at small and temporary venues than at large race circuits. Although we have cancelled the Speed Championship for this year, our competitors are being urged to support these organisers by competing in their events. The “gap year” gives us an opportunity to review the Speed Championship. There is a feeling that there might be too many classes and competing for trophies requires too much travelling. The Centre would appreciate views on these and any other related matters.

The SE Centre’s public Facebook page, which is our main online profile on the Facebook platform, has also been updated. Members can access the open public Facebook page via the SE web page on www.mgccse.co.uk/facebook So what you can do, if you haven’t already, is start a Facebook account as all you need is an email address! Once joined, search “MGCCSE Centre” click Like. Then at the top of the page click “Groups” and search “MGCCSE Chat Group” and click” join”. Now sit back, post a photo of your car if you like and enjoy the friendly content from your fellow group members! If you want to join MGCCSE Instagram go to: www.instagram.com/mgccse/ As there are no major SE events in August, contact your Natter/Wanderers leader for news on local/virtual activities. For September/ October events taking place, such as the Autumn Gathering and Autumn Naviscat, we will be dependent on the level of Government restrictions, so access MGCCSE website for the most up-todate information.

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CENTRES SOUTH WEST David Mothersdill www.mgccsw.com It’s been a funny old year. As a community and indi idually we ha e sacrificed much to help control the Covid-19 virus, which has decimated our events calendar for 2020, as well as most other social activities. I write this as lockdown restrictions are slowly being lifted; hopefully, as you read it things are improving and we are able to get out and about in our cars again. Life has continued in a revised way. The ever-ageing committee even managed a ‘Zoom’ meeting for most, the first e perience of the 21st century! The meeting was interrupted by members’ cats and dogs playing a vocal part in proceedings, at least we know who to blame for any contentious decisions. We realise that most of this year’s calendar cannot be salvaged, but we have decided to try to run two events, if government guidelines and the MSA rules allow. We still hope to run Wiscombe Hillclimb on September 12. We debated long and in detail the pros and cons of trying to hold this event, but current thinking is that the worst of the

TYNE-TEES Tony Wood anthony@scrutonvillage.co.uk Hello, I hope all is well with you. I was remembering previous times when events were curtailed, principally the aftermath of the Yom Kippur war where the panic was that the cost of petrol would reach £1 a gallon (!) and the Foot and Mouth crisis. In both cases things looked bleak but there was light at the end of the tunnel. In the current situation the light is still there but someone keeps moving it. At our latest committee meeting two things occupied our time. Firstly, the instructions from Motorsport UK that all events in the future must be electronic: entries, payments, route books and the like must be done electronically, definitely no paper. Some of you will have received this message via Tyne Tees Tidings, but the nature of an electronic newsletter means it goes to those integrated into the 21st century. For those of you who are not, these changes represent a challenge – not an insuperable one, as you will all have friends and relatives who are tech

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pandemic should be under control by then, and many people will be looking for an opportunity to use their cars. It will have to be a closed event with no spectators, so the only way to see the action is to volunteer as a marshal. Check on the Centre website for full details and contact details for the Chief Marshal. Things are a bit different this year! We had to cancel MGs on Grass 1 and 2 on their usual dates, and lost the venue for our autumn trial, but all is not lost. Dave Coppock is hoping to run MGs on Grass 2 later in the year, and we are looking at October 11 as the likely date. This is a light-hearted auto test/gymkhana, probably made more interesting later in the year with added mud. All entries will have to be in

advance and paid via bank transfer – entries on the day will not be allowed due to Covid regulations. Keep watching the website for up-todate information; both events are subject to lastminute cancellation if government advice deems it necessary. Personally, it’s been a strange year for other reasons, too. The photo shows the 18/80 on its last outing following demolition of my house. Shortly afterwards, scaffolding and building materials meant I couldn’t get it out of the garage, then lockdown started! Embarrassingly few miles covered in the last twelve months... Here’s hoping next year gets back to a bit of normality. Keep safe and keep driving!

savvy and could provide assistance and the allimportant email address. It is not our intention (or indeed Motorsport UK’s) to create a second-class membership experience, but be aware, things are not going back to the way they were. Secondly, we would like your opinions on how you view restarting events. The easily made assumption is that you are all greyhounds straining at the leash; the truth, I suspect, is more nuanced. I would appreciate a call (07885 654795) or email as to how you view your future participation. Whilst everything we plan to do will be in accordance with advice, what are your thoughts on resumption? Are you going to opt for a wait and see approach or jump in with both feet? Please let me know, all comments in confidence but it will Ron Benson in his TB

be invaluable to us to plan how we go forward. Misery over, our photo this month features Ron Benson in his TB at the start of the 2018 Prince Bishop’s run. Ron bought the car as his daily driver in the late 1960s and they have remained together ever since. He is our sixthlongest ser ing member out of the fi e who joined before him four have T Types and the other did have one – hardly surprising as they were cheap and cheerful at the time. T Types obviously keep you young and enthusiastic!

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CENTRES YORKSHIRE Ken Cothliff kencothliff@hotmail.co.uk, mgccyorkshire.co.uk As the virus restrictions, continue some of us have been out ‘self-isolating’, in our MGs and we have seen other MGs and classics on our travels in the countryside. As I write this the weather has turned so cars back hidden in their warm garages. We have a warm tale from our 24/39 Group leader, Terry Hartley, in which you should be interested. As you may have read in the Triple M notes last month, Adam Forster recently turned 21 years old, and to mark this occasion his family thought it appropriate for him to inherit the MG J2 that his late grandad, former 24/39 Group member John Forster, restored and enjoyed many years ago. To complete his inheritance, Adam has also joined the MGCC as a ‘Young Member’ and is already putting the miles in sorting out a few of the car’s teething troubles with the help of his dad Mark. The 24/39 Group welcome Adam into the delights of pre-war MG

ownership and especially being their ery first ‘Young Member’, something that would have sounded somewhat unbelievable until now! It is excellent news that we have a younger MGCC member interested the older cars. South Natter are very active still with a regular ‘Zoom’ meeting on the regular meeting day in the month, and in June had a ‘virtual’ Pride of Ownership event which was won by Malcolm and Denise Perry’s recently restored MG TD. A second competition was held for nonMG cars, won by a 1947 Morgan. Natter leader Geoff Norcliffe is very active in organising more competitions for the future meetings. In July, Vale of York Natter followed the example South Natter and also held a ‘virtual’ Pride of Ownership competition. It was judged by our Chairman, Colin Brear, and the winner was Rick Illingworth in his MG TF – highly commended was James Thornborough and his MGC, and Dave Fletcher and his newly restored Midget Mk.4. Sadly our Centre ‘Compass Run’ has been cancelled, joining the long list of events that have fallen by the wayside. Let’s hope this dreadful pandemic starts to wane soon.

Adam in his J2

Mal and Denise with their TD

Rick Illingworth in his MG TF

ULSTER Carol Willis 07831 345560 www.mgcculstercentre.co.uk carol.mgulster@hotmail.co.uk As you will now be aware, we will not be running The Ulster Classic Trial at the end of August or the PCTs scheduled for the remainder of the year. We, on the committee, agreed it would be intrusive to even consider asking the landowners if we could use their property to stage our events.

Some DWT memories … 1. 2. 3. 4. 5. 6.

Billy Gillespie in his B GT Gareth Dilllon proving it’s not as easy as it looks Mervyn Williamson guiding his Beetle around a corner Robert Dickson negotiating a slippery turn Ralph Ewing and Valerie Herron. It’s been a while since this car came out to play Carol on a bitterly cold DWT with a very young daughter Deborah as side-kick.

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MMM F

JB 658 – “Seater”

A rare opportunity to acquire a historically important 1932 MG F2 Magna

JB 658 was purchased by my wife, Lou Shorten, many years ago and which she affectionately named “Seater”. She is very special to our family. JB 658, chassis number F1372, began its life at the Abingdon factory in 1932. A 2-seater 1932 F2 Magna, the car was one of only 40 of this model built. It was first owned by the M.G. Car Company Limited, and was used as a Works demonstrator vehicle, as shown in a set of photographs taken before she left the factory. She is shown on MG’s broadsheet advertising the F2 Magna and can also be seen in the book “The Magic of MG” by Mike Allison (page 82). The car was obviously purchased and enjoyed by owners after leaving the factory for the next 30 or so years. Then in 1965 an advertisement in the Exchange & Mart was spotted by Lou. The car was advertised for sale for the princely sum of £35.00. Lou wasted no time in driving down to Essex to purchase the car and transported it on the back of her cattle float lorry to home in Lenwade, Norfolk, where it remains today. The car was safely stored and taken out for the first time in 1979 to that year’s Silverstone MGCC meeting. ‘Seater’ drew huge crowds of onlookers and enthusiasts taking photographs and asking Lou where she had been hiding the car for all these years. Indeed, the car has only left the village of Lenwade on about a dozen occasions over the years to various meets and driving locally around the village.

More recently the car was brought to Silverstone for the MGCC’s MG90 celebrations in 2014, where it was a source of great interest. Sadly Lou left us in 2015 and ownership of the car passed to me, her husband. After much thought and deliberation, I have taken the decision that Seater deserves to be loved and admired by others, as Lou loved her, and am therefore making the move to sell her on. Complete cars of this pedigree and condition are rarely offered for sale and this is a golden opportunity for an enthusiast to acquire a piece of MG history. JB 658 is still in its original condition and will require a full restoration to bring her back to her former glory. The car will be sold with a brand new ash frame (still boxed and ready to be assembled). The seats have already been reupholstered in Connolly leather as this was Lou’s ﬁrst measure in restoring the car herself. The car is running and driveable and ﬁtted with new tyres. The car as it stands is in its original condition, having been safely stored inside for the last 55 years. However, Seater deserves to come to life again and be fully restored to its former glory. JB 658 is offered for sale at a realistic price given that it is one of only a handful of the F2 Magna model still in existence. It comes with a substantial bundle of papers, photographs and other records.

Price: Offers in excess of £65,000

Contact details: J Shorten, +44 (0)1603 872436 or email ray.shorten2@btinternet.com

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REGISTERS VINTAGE Rob Constant rob@littleabingdon.co.uk Welcome to this month’s Vintage Register notes, which, this month, come from our Chairman and long-standing Vintage MG enthusiast, Peter Mace… une 10 was our 0th anni ersary of the first ‘model type’ Register in the Club, and, incredibly, our Bulletin Editor Debbie Brading managed, despite numerous problems, to send out the ‘Special Anniversary’ edition of the Bulletin to arrive on that very date to most of us, members and friends. What a lovely present during these boring times! So, she is having a break in July, and you hear from me, the Chairman, only here this month, and then back to our usual routine for the September Bulletin, so keep your stories and photos coming in to Debbie, please. Looking through the Special Bulletin, there is much of interest! The observant of you will have studied the cover-photo (which I had not seen before) and noticed the twin spare wheels, which

denotes an export model, I think, and indeed another photo of this car exists with German writing on the back. SKI HEIL. (Good skiing; there are skis beside the bonnet.) This photo looks alpine, but the other says taken in Glasgow, so a bit of a mystery there. GE was sold new in 1928, so very early. The scuttle ventilators are interesting. I wonder how many other 18/80s had these, usually associated with the earlier cars. The question about the unknown driver in the California Cup line-up photo has been resolved, as another photo shows this car has a radiator stoneguard, which suggests John Venables car (or was his until he sold it to Texas!), but in 2002 this car was owned by Jonathan Tilley. I don’t think the photo mentioning John Thornley is actually him, at Beaulieu with our hero Morgan Marshall. Could it be his friend Kethro, who did many trips with him ot confirmed yet. Morgan’s other frequent companion was of course his cousin, Nora. Otherwise a very nostalgic Bulletin with lots of history, including pictures of friends no longer with us. I can end on a cheerful note. I am pleased to report that our great vintage friend Chas Howe from Dorset who had a nasty hit from the virus,

necessitating a long stay in hospital, is back home, and we wish him a speedy recovery. That is the only scare I have heard of, and I hope that remains so. Good health to you all. This month’s photo is of the front cover of the ‘Special Anniversary’ edition Bulletin – there is a small number remaining, if anyone else would like to add this to their prized reading matter. Or, better still, sign up to receive the Bulletin monthly with our editor, Debbie Brading, debbiebradingvr@yahoo.com

TRIPLE M CATHELIJNE SPOELSTRA +31 (0)6 41216600 cathelijnespoelstra@outlook.com www.triple-mregister.org Remember Pineger, the chap who stormed up the Test Hill in J4238 in June’s SF? I knew he later moved on to NA0656, but I recently learned he owned 2M2738 also! And F1352! Like the J2, he purchased his Magna at Morris Garages Ltd. in St. Aldates, Oxford, famous for being the shop where Cecil Kimber did his managing magic. There’s nothing much to report on the M-Type’s past, but there are these two wonderful shots of the car to share. Sure, neither are of the highest quality, but would you just look at them? If there’s anyone out there who might know where they were taken, I’d love to hear from you! I drove my Honourable J1 to the ‘rebirthing party’ (not me who came up with that, I promise!) of a Stiles F-type recently. Accidentally ended up on the busiest bit of motorway imaginable for 30 out of a total of some 250 kilometres, but the car took it all in its stride and we made it back home in one piece. Loads of spooky tunnels, too; I felt quite adventurous! Wim van Santen had to come and rescue me near the finish, though, when ran out of petrol knew was forgetting something! Until next time, stay safe and Safety Fast! 86 SAFETY FAST! AUGUST 2020

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REGISTERS SVW Paul Campbell svw.safety.fast@gmail.com www.svwregister.co.uk As you will have read on our (new) website, the Facebook group, the MGSVW Groups.io forum or perhaps directly from the hotel, the annual SVW event that was to be held at Battle has been postponed for one year. Dates have been set for 2021 and the hotel will carry forward any deposits. The new website has had many plaudits and I think is a joy to use. Meanwhile, the number of members on the Facebook Group reached 180

in late June. The 2020 edition (issue 29) of The SVW Review was posted out in late June to all SVW Register members and those non-members who made an advance purchase at the discounted price of £8. It’s already arriving at UK addresses as I write. It’s a superb read at 52 pages and our thanks go once again to the editor, Malcolm Robertson, and everyone else involved. Copies can now be ordered via the SVW Shop on the website and new owners may well be interested in the special offer of all back issues. I had completed the winter work on my VA Tourer, but the lockdown presented an opportunity to continue with some unplanned tasks. This

included fi ing the fuel sender in the petrol tank (the oat arm had dropped off ) and getting the hand throttle to work thought d then finished, but found the engine to be running rough with all plugs sooted up. I still haven’t got to the bottom of this, but will have done in time for the September edition. A street in Chester staged an amazing 75th VE Day celebration that was reported on BBC Breakfast and the Cheshire Live website. It featured the SA Saloon (chassis 2002) of Ed Jonas. I’ll leave you with two photos of the event, but look out for more on this one-family-from-new car in next month’s 4-page spread.

T TYPE PAUL PLUMMER 01926 854574 scribe@tregister.org As I write this in early July, lockdown is being slowly reduced and from the July 4 pubs have been allowed to open and life is getting back to normal, whatever that is! uring the fine weather that we ha e recently experienced, I have been gently exercising the TF along the local country lanes, where it is good to hear the exhaust burbling and the wind blowing through the hair again!

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Paper Craft TC You may recall last month I featured a piece on creating a paper model TC. One of my Japanese friends, Shinya Kazuhiro had the patience, skill and dexterity to build one, shown here sitting on the bonnet of his TD. This is truly amazing when you consider this is made from folded and glued paper!

permitted and the Morgan factory remains closed. However, the good news is that the tour is planned for 2021 and the hotel, Puckrup Hall, has agreed to move our bookings forward at the original cost, with the proposed dates being Friday 10 to Monday September 13. For further information please contact our Chairman Ian Palmer.

Autumn tour Sadly, our last event of the year has been cancelled. Although the recent relaxation of many of the rules was in our favour, the showstoppers against us were: gatherings of more than 30 people were banned, Motorsports UK permits are not available, group dinners at the hotel are not

FBHVC Survey Our hobby of historic vehicles is worth £5.5bn to the British economy and provides employment for 34,000 people. The MG Car Club is a member of the FBHVC, so do your bit by completing the survey so that the voice of classic car owners can be heard by Government. AUGUST 2020 SAFETY FAST! 87

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REGISTERS Y TYPE Jerry Birkbeck 01926 258691 Mob: 07855 566325 birkbeckjerry@gmail.com www.mgccyregister.co.uk In these strange times it is refreshing and reassuring to hear of fellow Y owners outside the UK. I received an email from Victor Rodrigues, a well-known Swiss Y Type owner, about a Y Type that he discovered with a friend, that had belonged to the late Formula 1 Driver Jo Siffert. Below is Victor’s tale. Y/1791 By coincidence, we met with a friend of ours who was looking for a MG Y-Saloon for sale privately in our area. He asked us if we could have a look together, which we did with pleasure. The car was factory deli ered in Swit erland by the official importer J.H. Keller garage and had two previous owners The first was li ing in the French part of Switzerland and the second was the famous and late Swiss F1 Racer, Jo Siffert!

Here is the YA-Saloon data that we saw last week. The Car: Repainted Two-tone, although the car was originally factory black! First registered in Switzerland: January 1948 Car Nr: Y/1791 125 MG port ersion with pancake irfilter H uffield Metal product r 125MG 1499, 8 93 Engine Nr: XPAG/SC/X11556 Body Nr: MGA 1597

MAGNETTE

recipient of the David Johnson Award for 2019 is John Beesley. You may well have read the excellent Stephen Tickell 01737 760330 account of John and Donna’s life with MGs in a stephen.tickell@gmail.com recent Club email newsletter, or admired John’s www.magnette.org painstaking bare-shell ZB restoration, and many Magnette enthusiasts will also know that he’s freely Although we’re still not certain if any of our scheduled UK events will take place, it’s encouraging contributed his engineering expertise, built up over many years, for the benefit of other restorers to see that the 24th European Z Magnette event was able to run as planned, based around Salzburg In particular John has been working with and organised by Thomas Nebauer and Jörg Peter Martin to enable original Magnette panels ie er From the photos shared so far, it looks as to be duplicated with a relatively new lowthough good weather was enjoyed as well as the volume production process. So far this has yielded spectacular scenery, and no doubt there’ll be a full report on the website by the time you read this. Also pleasing to note that interest from prospective purchasers has continued, judging from enquiries received. Magnettes have still been changing hands, although no doubt in fewer numbers than normal, gi en the difficulty of actually inspecting cars until recently. It remains to be seen whether prices have been affected, but my impression is that demand for good examples with sound body and paintwork continues to exceed supply. David Johnson Award Presented in memory of a former Register chairman, I’m happy to announce (slightly belatedly) that the 88 SAFETY FAST! AUGUST 2020

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John and Donna with their ZB

excellent rear wheel-arch and rear-wing pressings, with the promise of more to come, and while we will undoubtedly continue to be reliant on the ‘old-fashioned’ metalworking skills of John Shorten and others, this use of modern technology is a great asset which the committee all agreed should be recognized by this award (although we probably won’t be able to present the actual trophy for a while).

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REGISTERS MGA Edward Vandyk 01488 608810 mgascribe@vandyk.co.uk Given the pace of re-opening announcements, can I start by urging you to keep an eye on the Events page of the Register website for updates as to the when, where and how of future events, including MGA Day, scheduled for August 9. www.mgcc.co.uk/mga-register/events-in-2020/ And now for something completely different! The MGA as art. The March 19 1998 edition of the Montreal Gazette announced that the winner of the 1998 sculpture award in the Art of the Automobile Competition was Toronto-based Michael Pistola, a graduate in automotive design from the Polytechnic Institute of Bucharest, for his Art Deco-styled “rolling sculpture” comprising a full-size, fully operational MGA-based ‘Savoy’ made of 16 gauge aluminium, a variety of handcrafted woods, steel, leather, brass and stainless steel. Overall length is 150”, width 50”, 98” wheelbase (four inches longer than standard MG ), and fi e inch ground clearance Michael was a Romanian sculptor who it is believed made fi e orks of rt cars the others included a Fiat

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124 and a 1930s Darracq chassis-based creation. The MGA, the subject of this exotic treatment, was GHNL/74456, with engine 15RB-U-H-3978 and the handcrafted woods were listed on the 2002 auction details as being Mahogany, Padauk, Lacewood, Walnut, Ash and Pine. The current owner, Toly Arutunoff, describes some of the more interesting features in the following terms: “The seat cushions are reversible, there is a glovebox behind that lovely box door and there is one door on the driver’s side that opens upward with a front horizontal hinge.” The car was one of just fi e featured at the 2009 uail e ent at that year’s Pebble Beach weekend. “MGA Register – The First Fifty Years” Work on the book has continued despite the enforced limitations. All but one of 18 chapters are now written and proof read. Publication is planned for October 2020, so the editorial group will soon

need to make the decision on the size of the print run. We need your help to get the quantity right to meet demand yet avoid over stocks. More than 50 members have already e pressed their interest in buying a copy, sufficient to reach the minimum order level with our chosen printer, Amadeus Press. Ideally we would wish to have a single print run and market the book as a “limited edition”. The options under consideration at present are 100 or 150 copies. To help you decide to join the list of potential buyers, we have added a “click and browse” option to the Merchandise page of the MGA Register website. Here you can view the list of contents and read the opening page from selective chapters. Please try it now at www.mgcc.co.uk/mga-register/merchandise/ lso on that page you will find the latest information about the book and how to express your interest.

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REGISTERS MGC Mike Haughton mgc_mike@btinternet.com www.mgcc.co.uk/mgc-register/ The last three years Since arrie and stood down from our officer duties, within the MGC Register, our lives have never been stranger and more challenging than they are now. Covid-19 has knocked us all for six and continues to do so. All this year’s events throughout the spring and summer have inevitably been cancelled, and quite rightly so. However, it has left a big void and we are most certainly missing our outings, both here and in Europe. On the last count we have had eight events cancelled from our diary so far this year, with little sign of anything changing in the coming weeks ahead. This has left us re ecting on great times we have been lucky enough to have and remembering all our experiences both here and abroad, with our MGC e er has there been a better time to fill up our thirsty petrol tanks, with fuel being at a record low price...! Shame we have nowhere to go. We normally clock up around 8,000 miles a year in the

FWD Ben Hatton ben2692@hotmail.co.uk www.mgcc.co.uk/fwd-register/ Josephine – World Traveller! Part II There was a nasty gearbox whine when I bought Mark 1 MG 1100, Josephine, and so an engine and bo rebuild was the first ob Other than that she is completely original Her first long trip was to Te Mata Peak and the wonderful Art Deco town of Napier on the east coast, which is a must for any readers who are thinking of a holiday here. Having carried the number MG 1100 when I bought her (in NZ you can buy any combination of six numbers and letters as a personalised plate as long as it isn’t rude!) it had been re-registered when I bought her, but I managed to secure the original number CY 3519. Since 1964, New Zealand has had a similar registration number pattern to the UK (although it is a national, not regional system) with two letters and four numbers and then three letters and three numbers since 2001. It seems strange seeing MYB 248 on a brand new car here in 2020 when it was issued 90 SAFETY FAST! AUGUST 2020

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C, so the bank balance is looking pretty good at the moment under “Lockdown”. The weather has been a godsend, with more sunny days leading into summer than we have had for a long time. Lots of tinkering with the cars and a bit of polishing, too, even though we can’t drive them anywhere. With the odd cloudy day we have had, that has been put to good use, too, re ecting on the 50th nni ersary of the MGC at Chateau-Impney, back in June of 2017. Recently we spent an afternoon looking through the lovely “Guest Book” lots of the event attendees signed o er the fi e day e ent e ha e drunk champagne that had been cooled in our beautiful crystal wine cooler and glasses that were presented to us. All bring back great memories

of fun days and friends we have not been able to catch up with this year YET...! We hope you are all taking care, keeping safe and germ-free, and one day soon this will all be a distant memory and life can be re-started, in whatever shape or form that might be. But don’t despair, as Captain Sir Tom has said, “Tomorrow will be a better day”. Finally, it really is great to see the way Mike (Secretary) Colin (Chairman) and Angie (Treasurer) have taken the C Register forward, going from strength to strength. Well done to you all and long may that continue. Barrie and Ginny “who” we hear you say...! Barrie and Ginny Cartmell MGC Registrars

to my Morris Minor in the UK 70 years earlier! In 2018 when I thought a return to the UK for me was likely, I arranged for Josephine to be shipped back… an easier process than I had feared, due to a very helpful logistics company. Josephine was UK registered in June 2018 and her first public appearance was at MC ay that year. She is now looking forward to many more years of happy UK motoring! Josephine has now been replaced in my NZ collection by a 1963 Morris Minor… the reverse of what happened at Dominion Motors 57 years ago! As a PS, here is a car nut’s trivia quiz question for you. When was the last ADO 16 built? Everyone will say June 1974 when UK production stopped, but the true answer is November 1975

in New Zealand! For some reason, the Allegro was slow to come into production here and so the 1300 soldiered on, with the last e amples finally being registered in early 1976! The Austin Apache in South Africa carried on for a bit longer still, but to my mind they’re not true ADO16s!! Andrew Dyer

Josephine in the container ready for the voyage home

Josephine settled at her new home in Norfolk, UK

On the trailer leaving Gravesend dock, after the long sea journey from New Zealand

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REGISTERS MGF Tim Morris 01932 882467 scribe@mgfregister.org www.mgfregister.org We are still in lockdown mode although a few things do seem to be happening now on the classic front. Spectators were back at Donington for the first MGCC race meet and se eral general classic meets have been starting up again with what seems to be varying degrees of sticking to the rules! We hope to be in a position to be able to resume some form of pub meet and drive outs soon but we must remember that for health reasons not everyone will be happy with joining in straight away, but we want to still make those feel included. The ubiquitous Zoom meets are a great way to do that and I can see these continuing for a while yet. They have actually been really good fun amongst the regions and several have been meeting more regularly than they did in “real life”! The variations on a theme have been interesting, too, ranging from normal “Natters” through quiz nights to virtual treasure hunts. I wonder what else anyone can come up with. Of course the big casualty for us was MGF25

ZR/ZS/ZT JOHN THOMPSON 01702 298866 johnt5@btinternet.com www.mgcc.co.uk/zedregister Events Following the easing of some of the government restrictions on July 4 and the announcement from Motorsport UK that motor sport would recommence from that date, the two-day race meeting at Donington went ahead on July 11-12. Further race meetings are planned for September 5-6 at Snetterton and October 3 at Oulton Park. For further information on how the Race Meeting at the Donington circuit went please visit www.mgcc.co.uk/motorsport ZEDS at the lakes – Update After much discussion between ourselves, our tour operator Scenic Car Tours, and the Lakeland Motor Museum, we will be postponing our road trip and Zeds in the North event at the motor museum

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which should have taken place on July 25-26. After so much work had been put into it by the small band of organisers, it was a shame it didn’t actually happen when planned. The show has been moved lock, stock and barrel to July 24-25 2021 and that actually gives the team more time to take a fresh look at the event to make it even better – so make sure those dates are in your diary now. MGF25, of course, is the latest in a line of birthday events for the MGF which began in 1996 with a big party for all new MGF owners at Gaydon, organised by MG themselves. This was followed up the next year with a similar event attracting nearly 2,000 MGFs – will we get as many for next year’s 25th Anniversary? The third party was held at Brooklands and was organised by the MG Enthusiasts MGF Bulletin Board. The Register helped them out the next year with the fourth Party, billed as the “MGF Birthday Party and Spares Day” and then the Register organised the fifth at a ery wet Midlands Motor Museum Following a fi e year gap the egister returned in style with MGF10 back at Gaydon again, where Gerry McGovern joined us. That was followed two years later by MGFest07 at Billing Aquadrome, then MGFest08 and 09 back at the traditional venue of Gaydon, where all future events would

until September 2021. This is due to the ongoing government COVID-19 restrictions, still in place. Although the situation is a lot brighter than it was a few months ago, we had a number of factors to consider before coming to this decision. We have since been working with Scenic Car Tours and are happy to announce revised dates for our trip. The tour will take place from Friday September 10 to Monday September 13 2021. We aim to have our day at the motor museum on Sunday 12. Those of your already booked on the tour will be notified by Scenic Car Tours in due course with the

The Register’s Birthday Parties since 2005

be held, beginning with MGF15, MGF20 and then what should have been MGF25. Each show has had its different elements but basically it’s a great chance to gather all current MGFs and TF owners together in one place for a weekend of celebration. As for the name – my argument is that the MGF was publicly released in September 1995 so it is still 25 years until September 2021 and MGF25 it will remain. Don’t forget you can buy MGF25 regalia items from the Register’s online shop and you have an extra year to do so! We look forward to seeing you in 2021 and hopefully sooner – stay safe.

revised dates and tour information. If you would like to come on our tour please visit admin@ sceniccartours.com or call 01732 879153.

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CLASSIFIEDS How to Advertise

Members can advertise their cars free of charge in Safety Fast! The cost for non members is ÂŁ20. The advert will also be posted on the Club website in due course. To place an advert in Safety Fast! please email colingrant@mgcc.co.uk with an attached photo of your car, details of your car, your contact details, price of your car, area where you live and membership number. Please keep your advert to 70 words, the editor reserves the right to edit longer adverts. This is for one insertion only, for additional insertions please email Colin at colingrant@mgcc.co.uk

1969 MGB GT

ery sound car with superb bodywork. Recently resprayed in BRG. Fully e uipped for regularity rallies roll cage Brant trip meter full harness seat belts ed re extinguisher Minilite wheels four mud aps twin spots reversing light. Interior is in black leather. As reliable as clockwork engine pulls well with smooth gear change. 7500 For uick sale. Phone 07813 881848 ( eal ent)

MARTIN MARTIN SMITH SMITH

www.martinsmithmgspares.co.uk

The MG specialists for MGF-MGTF-MG3-MG6

MARTIN SMITH

1972 MGBGT

White with black roof. 65k. Two owners myself for 20 years. Chrome Rostyle wheels. New(ish) fuel tank two 12 ba eries tyres SS exhaust rear springs interior trim and brake overhaul. Completet history from day one with bills. ery pre y O car. 7000. Tel: 01235 304184 ( ancs)

First registered 1st une 1968. Was fully restored in the 1990 s and lost its original registration number but has an age related number. Car is in good condition. The car is not unleaded. It has overdrive on 3rd and 4th and has chrome wire wheels. Comes with spare wire wheel speaker(s) to t luggage rack and original steering wheel. Price 10 500. Contact Mark on 07703 283084 or Email: mjlcphillips@googlemail.com

In maroon red (orig. factory built) Motor worked on recently by classic car garage. RH original chrome bumper red webasto sunroof black leather interior wooden steering wheel good condition valued 30000 . For sale for 28000 Contact: Rie in@gmx.net or Tel: 0049 30 34665895 (Berlin)

The car has a full body o restoration. It has matching numbers. See pictures and description at www.vonfut.dk or call me on +45 2894 6694 or Email: vonfut@gmail.com ( enmark)

1973 MG Midget 1275

ABS 16 wheels Alcantara leather seats grey interior chrome pack front fog lamps and wind stop. 63 100 miles. One owner from new have original sales invoice and service history. Garaged since new Waxoyled when new and re waxed last year. 2 600. Tel: 07413 178733 (Cheshire)

Bla e. Many new parts in 9 years ownership too many to mention. Good condition smooth and reliable with good straight body. Not needed any more. MOT current will renew. 3800 for uick sale. 01420 563269 07704313003. (Hampshire)

92 SAFETY FAST! AUGUST 2020

SafetyFast_Aug2020_49-98.indd 92

1975 RARE MG

3.5 ltr with overdrive original Tundra Green ers genuine 80 000 m owner 34 years. All pa unlop wheels. Profes bumper conversion m New starter motor ba pump Radiator recen interior. ei barted pro oors is solid. thermo clutch uid replaced n system. 20 990. Tel:

1973 MGBGT

O rive lustre black p new chrome 4 new al new tyres. New front rubbers etc. etailed p restoration available. gives up. A smart class o ers over 6495. Tel: 01258 830241 ( or

2003 MGTF 135

Quality new and used spares. Car trimmers/upholstery. MG car sales and MG repair service

Tel: 07722 175473 Units 1&2, Westlane Farm, Westlane, East Lydford, Somerset TA11 7HD Email: smudgemg@yahoo.co.uk

I purchased this car in second owner from ne it from California SA been restored but wel very original. The car i very good overall cond 88000 miles and dry g suit a new owner who cherish this original ca overall running conditi to perform any form o could if so desired m es to suit one s own ta original workshop ma all matching numbers cate oiro 19500 015

1973 MGBGT 8

1952 MG T Mk II 1968 MGB Roadster

1954 MG TF 15

Please note that the Advertising deadline is August 10th for the September issue of Safety Fast

MG TT 260 SE

Rare Monogram Posei Estate 71k excellent extensive service histo MOT SE with Extras p eather Alcantara e seats mirrors. Powerfo chance to ac uire. 12 07474471034 Email:

1980 MGB

2003 MG TT Tourer

I have owned this car from new. e Mans green. Mileage 80300. Serviced regularly. 1450. Tel: mobile 07816 279952

Inca Yellow. One owne me genuine 60 000 m years just back from b which included new d needs recommissionin including reconditione sound and genuine ca avid on 01255 67535 (North Essex)

www.mgcc.co.uk

24/07/2020 14:29

ritish Motor tage approved

MGB Roadster

THE MG BUG – NO CURE FOR THAT HAS YET BEEN FOUND! JUST IN. TOTALLY RESTORED PA 2-SEATER. FABULOUS – See website for details.

THE FINEST PA FOR SALE IN UK CAN’T FAULT IT – See website for details.

HERE SHORTLY. Complete PA for Restoration Orig. Engine & box. No bodywork… the rest is in the box!! £18,500

1933 MG J2 Cycle wings fully restored - see website for details

COMMISSION CAR SALES: Our highly regarded service is cheap & always available to you. M thru TF.

OUR MOST RECENT NEW PARTS… just in case you’ve already forgotten those rare new parts we offered you in last month’s ad?

•P/K/N Reverse stop catches (new quality castings) Due any day ................................................... TBA. •PA/B orig. factory pattern (around rad.) chrome badge bars......................................................... £69.50 •Adaption bkt. for fitting friction shocks to rear of PA/PB ................................................................ £69.50 •J/F/L/P 2-SEATER HOOD FRAMES ........................................................................................... £165.00 •NEW BATCH of MMM/T TYPE F27 LUCAS FOGLAMPS .......................................................... £385.00 •P/K/N PILLAR BOX engine breathers ........................................................................................... £35.00 •MMM/T TYPE hardened & ground track-rod ball pins ............................................................. £26.50 ea. •NEW Superb die-cast MG crested bonnet catch handles ....................................................... £22.50 ea. •12” cable brake shoes… NEW at last ..................................................................................... £55.50 ea. •NEW Superb die-cast MG crested door handles ....................................................... sp. offer £55.00 pr. •MMM Domed, chromed top of bonnet. Stops/rests ................................................................... £9.00 ea. •Mushroom headed chrome wing fixing bolts/nuts .................................................................. £26.50 ea. •MMM hardened hand brake ratchet/pawl & bolt sets .............................................................. £69.50 set •MG-CAR CO. LTD.’ Door threshold plates ................................................................. sp. offer £39.00 pr. •MMM flywheel ring gears… NEW OLD FACTORY STOCK! ....................................................... £122.50 •Radiator tie-rod clevis ends ..................................................................................................... £11.50 ea. •MMM wiper systems – everything except motor ........................................................................... £85.00 •MMM Firewall mounted starter switches ..................................................................................... £135.00 •NEW LUCAS 6V & 12V Wiper motors ........................................................................................ £245.00 •MMM Footbrake to h’brake actuating rods .................................................................................... £39.50 •We can now offer original large button/ parallel sided MMM horn button dip switches in black or brown with chrome plinth… Long overdue .................................................................................................................£85.00 •For the first time ever P/K/N windscreen chrome dome pivot nuts with spigot… as originally supplied by the factory ........................................................................................................................................................£5.90 •8:43; 8:41; 8:39. Brand new crown wheel & piston sets to suit 2 or 4 star diff. units… The very best available ..................................................................................................................................................... from £395.00 •Rejigged water pump to radiator hoses to make fitting this very awkward hose much easier to fit ...................................................................................................................................................................................£18.50 •Complete 12” cable brake sets now coming back on stream, available as full sets or pairs. •Off-the-shelf FULLY restored & rebuilt MMM & TA/B/C DYNAMOS & STARTER MOTORS, OUTRIGHT OR EXCH. (2-BRUSH MMM also available.) •NEW LUCAS TYPE 160 REAR VIEW MIRRORS FOR ALL MGs FROM 1930 – 1950, with ‘King-of-the-Road’ medallion… Available with RH & LH arms. MOST RECENT SECONDHAND SPARES include: CLEARANCE CORNER * Pr. 1’1/8” L/K/N org. SU carbs.........................................£625 car set * Cast alloy 9” fish tail ....................................................................... £25 * Very good J2 engine – now complete ...................................£6,500 * SU 12v PetroLIFT – D/F/J models ...........................................£120 * D/F/J/L/P friction shock absorbers........................................£65 ea. * As new J/F/L/P undertray ............................................................... £75 * Very rare J4 / L type double plate clutch assy. .........................£350 * J/P/L/N engine/radiator mountings ...........................................£135 * Rebuilt 18” N type wheel ................................................................ £50 * Set front 12” brake back plates, shoes (no drums) ............£250 set * J1/F1/D dashboard ......................................................................... £35 * Fully restored differentials (many ratios) for all MMM & T type, all guaranteed....................................................from £650 * NB block (needs repair)................................................................ £200 * Last remaining h’brake c/shaft assy. ........................................£550 * J2 radiator shell with nose cone ...............................................£350 * Pr. F/J/P 1” OM series carbs. ...................................................£450 * NA new dashboard (slight damage) ............................................... £75 * F Type St. col. horn button stalk with h’button ..........................£120 * Bronze clutch bearing carriers....................................................£55 * 4 cyl. Scintilla Mag.......................................................................... £75 * TA – 2 ground & tested crankshafts....................................£350 ea. * ORIG. J2/F2 spare wheel cradle .................................................... £50 * Almost every type of steering wheel. Many cord strung...................................................................... from £150-£550 * P/N front apron. v.g.c ...................................................................... £50 * TC – fully rebuilt ORIG. Rev. counter with clock.................o/r £550 * MMM – body mounting clamps and plates ...........................£25 ea. * ORIG. factory PAYEN gasket sets. NO5 ............................£120 set * PA/B Petrol tank (needs repair) ...................................................... £45 * P/L/K/N Oil filter units complete with lids ..................................£165 * Excl. J1 bonnet, superb ............................................................£500 * J2 Petrol tank (needs repair) .......................................................... £45 * J1/F1/L1 Hood frame assy… RARE.........................................£395 * 2 prs. ORIG. cast oct. s/lamps ..............................................£95 pr. – STACKS MORE TO CALLERS – ALL PRICES PLUS CARRIAGE & VAT – OR CALL IN FOR BETTER BARGAINS ON PRICE.

ARRY WALKER BARRYBW ALKER ARRY WBALKER Estd.1968

Estd.1968

.....for the very best in vintage MGs..... .....for the very best in vintage British Motor .....for the veryMGs..... best in vintage MGs..... Heritage approved

M G A T w in C a m

Tel: 01789 400181 Mob: 07836 244103

Estd.1968

Please ‘phone before calling in

Email: barry@barrywalker.com Web: www.barrywalker.com

C o u p e www.mgmecca.co.uk

Barrysince Walker_August2020.indd 24/07/2020 12:08 nt condition having wned . ell known to 1MTel:CC. +44 (0) 1953 717618 Fax: (0) 1953 717850 myself and other Matching numbers. riginal Mineral lue ars. ritish acing with pale grey Connolly hide on e u e enquiries@mgsforsale.com www.mgsforsale.com ather interior. he has seats. ody o 0,000 miles ago. lmost seats which are in everything renewed. uilt for modern is the whole interior. tra c. 7 2cc TC engine, arwell head, ard li s the whole M overdrive gbo and di . Most ntwork are very original bits included. £2 ,000 ono. MGBCGT Roadster 1974 OlderOlder Restored MG 1968 AUTOMATIC Nut & (OWL476M), Bolt Restored 1967 Mk1 MGB Roadster C o u p e and the underneath Email: jfarrington999@gmail.comM G A T w i n C a m chrome bumpers, overdrive, wireexcellent wheels, Mineral three (RWD628G) MG CGT 1968, painted automatic, The car is in e cellent condition having wned since . ell known to M CC. y immaculate. he formercoachwork keepers since priormellowed owner 26original years, older Blue with1976, nicely Black 2016 MG6 GT diesel been cared for by myself and other Matching numbers. riginal Mineral lue late 0s. The car restoredinterior Damask Redoriginal coachwork in good condition leather trim, genuine leather bound but MGC aceli model. ofe the T owners over the years. ritish acing with pale hideTop onBritish uRacing erange enquiries@mgsforsale.com www.mgsforsale.com 1960 MG A 160 0 C O U P E Iris Blue, blue leather trim, grey 197 Connolly 2 MG B R oadster. Green, black on and a enlow fan not perfect, sound nicely structuredetailed with good sills & compartment castle rails, steering wheel, engine reen with black leather interior. he has turboAntique diesel. ,000 miles ody trim. omodel. 0,000. seats. miles ago. lmost arm rest. Fully restored car from bare shell,seats. everything Leather red carpets. Fast road at an original. truly replaced. alleverything new trim, renewed. engine, and stage 11will head. 15” minilites, original Black vinyl interior trimengine still maintaining green piping restored on the or seats whichFully arerechromed, in housing the smooth 3.0 litre ideal with original the Borg daily balanced driver mileage increase uiltsofor modern 0 s ritish engineering. bare shell repaint. New wings. Boot rack. Unleaded carbon fibre dash, moto lita, superb driving car in black seats, vinyl sill steps making & floor mats, lively engine, superb condition is the whole Warner automatic gearbox this particularly rare tra c. for7 2cc TCcondition. engine, arwell head, alloys, red bumper inserts. MoT dshell, untilfast rebuiltasengine. 5 speedinterior. gearbox conversion super Nice engine bay, superb . £ 2, The walnut dashboard li s the whole stainless exhaust, carpeted boot &apparently spare wheel, history filea with invoices, old mot’s effortless touring. Superb car, last owner since funune @gbo £ 2020. 13 , 7 and 95 .0 di 0 . Most model an steel ideal classic today, this vehicle formed part of collection of a deceased M 1973! overdrive ecent discs and pads as well r 0 1 7 3 2 8 8 7 2 6 5 cabin. ody and Would cost in excess of £60k to restore MGA Coupe paintwork are very etc. back the 80’s,one drives verythe nicely previously sold by us(images 2018),just original bits included. £2 ,000 ono. interior, sat estate, on to inspection can see quality of theAUTOMATIC rebuild from a number years ago and as new tyres. ull leather MG CGTindeed, 1968 Older Nut &ofBolt Restored like this. £ 3 2 , 995 .0 0 g m a il.c o m strong with no rust and the underneath arrived, £11,495.00 Email: jfarrington999@gmail.com with likely little miles since is still very fresh in appearance, just automatic, arrived £24,950.00 nav, luetooth connectivity. ull service (RWD628G) MG CGT 1968, excellent Mineral is sound. ngine bay immaculate. he history serviced by C Motor 2016 Tech MG6 GT diesel Blue coachwork with MG PA 1972 Midget 1934 Two Seater (NG7281), a nicely mellowed original Black was restored in the late 0s. The car MGofBGT Owner 37 Years (LLF951K) MG BGT, nical Centre. n good condition. pacious, leather interior trim, original genuine leather bound MGC te. are aceli model. Top thepre-war rangeLast Texample delightful in Cream coachwork with Black has electronic ignition and a enlow fan 1972, last owner 37 years, chrome bumpers, overdrive, economical engaging modern M . £ 00 steering wheel, nicely uild model. . turboleather diesel.interior ,000trim, miles 0 1 0 thatM anG original. T F 8 5 truly th a known example that hasnow appeared in detailed engine compartment tted other2 than chromewill Rostyle wheels, Aqua coachwork requiring ono. Call dam on 07 07 0 daily driver so mileage housing the smooth 3.0 litre engine ideal with the Borg uspension. increase nniversary ne of only 0 ever “The Magic of the Marque”, not a concours show car it does stunning e ample of 0 s dition. ritish engineering. some improvement but a very solidWarner vehicleautomatic indeed with a gearbox making this particularly rare er years. alloys, red bumper inserts. MoT d until built, full leather emanate an original ‘time warp’ feel, the car also has had ased in evenoaks. £ 2, seats, air con, heated nice original feel and appearance, original style navy cloth une 2020. ecent discs and pads as well the benefit of an overhauled engine with little miles since, a C a l l 0 7 9 3 0 4 glass 9 1 0 2 rear 7 o r window, 0 1 7 3 2 8 8 Twist 7 2 6 5 of Pepper alloy gold sat seal engine fitted mid 80’s and drives as new tyres. ullinterior leathertrim, interior, k cover, full si e history file hasullinvoices both past & present accompanied e m a i l : w a l k wheels, e 1995 r m r 2 MG0 wind @ R g V m 8, astop, i l . c o m hood Woodcote Green, stone beige trim. 1964 MG B R O A D S T ER Pull door handlenav, car, Iris luetooth connectivity. service delightfully, good history file with original documentation xon ) spare and the rarenew M (original) T toolkit New wheel beige mohair hood, tonneau, blue, black /white trim. Excellent restored car done a by copy documentation fromofwhen supplied by Turnhill North & Co. new in 1934. The weather history serviced by C Motor Tech back to the 80’s, a plethora invoices from renowned specialists Brian Brown Classics & B interior in excellent cards. Re while ago in the 90s but still excellent and one of the This edition is the condition, only M new T todoor every equipment of Unipart black hood, side papers, screensold andmot’s tonneau are in good serviceable condition, the veneered dash console and door caps. 48,500 mls. early Californian imports when they were really nicalgood. Centre. n good condition. pacious, Hive, original Gold Seal etc. etc. just arrived £5,950.00 have mechanical modi cationFitted withwith power O/drive, interior really as good as new, lovley engine Screen frame excellent (refurbed). leather interiorMprovides a nice patina and also benefits from deluxe instrumentation, this is economical engaging modern . £ 00 2 new 0 this 1 boot 0 M bay, G T superb F 8 5 shell t h and superbly original,ono. steering, New clutch and slave to cylinder, painted factory uprated suspension make a 07 matching car and whilst maintaining so many original features does also have Call dam on 07 numbers 0 oadster stays, in fact all the usual RV8 foibles all sorted out. underside, bonnet, nniversary dition. alloy ne of only w/wheels, 0 ever original steering the best driving indicators fitted which can be reversed of course if desired, just arrived, £39,950.00 Excellent example.M£ 2 2 T, 995every .0 0 produced. wheel. Fitted with better 5 brg engine, original banjo rior. The car has con, heatedand ready to enjoy We also havemiles a very rare for the full RV8leather axle. Aseats, superbair older restoration nly 2 000 £ ,hardtop .00.for sale built, bodywork restoration in Woodcote @ £ 2 7 5 0 . with no work required, fantastic value £ 15 , 995 .0 0 glass rear window, Twist of Pepper alloy URGENTLY WANTED T e l: A la n o n 0 7 7 9 9 7 1 7 0 0 7 o r e tremely well and wheels, wind stop, hood cover, full si e email: motorfan@hotmail.co.uk 00 spent on it over spare wheel and the rare M T toolkit (Fleet Hampshire) o rust or rot in This edition is the only M T to every has been recently M G modi A 1 cation 6 0 0 with have mechanical eaded to be used in factory uprated suspension to make n good condition, builtthis . n the MkII MGB roadster ANY CONDITION the best driving M are T every refreshed with a ed with black interior. The car has tacho 000produced. miles. t has approv nly 2 000 miles £ , before .00. this it was approved doorcards li ingundergone the al papers hours of bodywork restoration er.was SEE OUR WEBSITE FOR A COMPLETE LISTING OF OUR STOCK T e l : A l a n o n in0 7 7 wit 9 9 7 erland 1 7 0 0 7 The o r power of the motor The car has a sports which is holding up e tremely well and ng email: motorfan@hotmail.co.uk ds the ama ing and has shehad overMG£ B0,000 is 7 P and had be changed to lead 197 8spent Mica Black, black leather trim, 197 6 MG MI D G ET 15 0 0 British Racing Green, Autumn on it over ord large mohair hood, 1950 fast road engine, Leaf Everything thisiscar has been (Fleet Hampshire) .00. ono. the past few mulberry freetrim. petrol. Theoncar black withrenewed a beigeor years.Litao rust or15” rotminilites, in ory and Moto wheel, restored car, all refurbished. All new trim. Over £12,000 spent on parts the above vehicles with cheaper inferior quality models offered elsewhere. Part exchange interor. t s in ofa hours. goodImmaculate condition. 2a887265 or mobile the car. The engine has been recently new chrome, superb condition, drives superbly, well alone, M andG outA 1 6 0 Do 0 notmakeconfuse plus 1000’s inside 0s any of Motor Car with generous allowances. Discounted cash purchases. Viewing by appointment only maintained. Fastto MG Summer fun £ 12 , 995 .0 0 and underneath! Fantastic value. £ side 18, 995of.0 0 the The wheel is on the le car. rebuilt allowing unleaded be used in please (available evenings & weekends) no obligation to purchase. All our vehicles carry a warranty, have an n good condition, built . n the te. Comes MOT and are aretfully fully serviced prior to to collection/delivery. collection/delivery. Price 000 uro or £ 200 tacho P. Theare 000 the car. The interior refreshed with a g m s, a il.c o m MOT and prior miles. hasserviced approv scu car has to be picked from rance.alPhone new dashboard and doorcards li ing the papers before this it was approved spots are 00 0 or mail wholeWalker feel ofJune the20.indd car. The1car has a sports in wit erland The power of the motor e means Barry 18/05/2020 10:31 e haust which sounds ama ing and she francoise@bignens.org is 7 P and had be changed to lead children we MG Mecca_August20.indd 23/07/2020 16:09 www.mgcc.co.uk SAFETY FAST!16:11 93 SMR_CFS_August2020.indd 1 23/07/2020 goes very well. £ 0 .00. ono.1 free petrol. The car is black with a beige Tel: +44 (0) 1953 AUGUST 717618 Fax:2020 (0) 1953 717850 6 0 M 887265 G A 1or6 mobile 0 0 M k 1 interor. t s in a good condition. Please call 1 on9 01732 one Chris . complete body o rebuild. The wheel is on the le side of the car. 0 7 9 3 0 4 9 1 0 2 7 . Price 000 uro or £ 200 P. The E m a i l : w a l k e nished r m r 2 0 @ ing old m a english i l . c o m white with black leather trim. Thousands spent and must car has to be picked from rance. Phone be seen to be appreciated. £2 ,7 0 00 0 or mail T e l: 0 7 8 1 3 7 4 3 5 7 6 o r WANTED ALL MG MODELS! francoise@bignens.org SafetyFast_Aug2020_49-98.indd 93 24/07/2020 14:29 All conditions wanted, from barn finds to E m a il: g r a h a m a lla w a y @ y a h o o .c o .u k

01707 876089

07831 556666

01707 876089

07831 556666

URGENTLY WANTED

ANY ANY MG MG

ANY ANY YEAR YEAR ANY CONDITION

www.mgsforsale.com www.mgmecca.co.uk

WANTED

www.mgmecca.co.uk

TRADE MEMBER

Specialising in all MG’s

TEL/FAX: 01258 820337

Mon, Tues, Thurs, Fri: 8am-6pm,Wed: 8am-5pm, Sat: 8am-1pm MIKE ROLLS

How to Advertise

2016 201 6 can advertise their cars free of Members charge in Safety Fast! The cost for non members is £20. The advertSpecialising will also in all MG’s TRADE MEMBER be posted on the Club website in due course. To place anTEL/FAX: advert in Safety Fast! 01258 820337 Mon, Tues, Thurs, Fri: 8am-6pm, Wed: 8am-5pm, Sat: 8am-1pm please email colingrant@mgcc.co.uk with TD -of1953 an attached photo of your MG car, details 1972 MGBGT MG price TD 1953, your car, your contact details, of Finished in British Racing Green with green interior and White with black roof. 65k. Two and owners Tanand weather gear. This MG TD had a light restoration in 2009/10 it is your car, area where you live myself forwith 20the years. Chrome a beautiful car. It has a good history original buff logRostyle book and membership number. Please keep your drives extremely well. £21,000 wheels. New(ish) fuel tank two 12 advert to 70 words, the editor reserves ba eries tyres SS exhaust rear springs the right to edit longer adverts. interior trim and brake overhaul. CompleThis is for one insertion only, for tet history from day one with bills. ery ROADSTER - 1969 additional insertions pleaseMGC email Colin carTel: comes with 304184 preEnglish y O White. car. This 7000. 01235 at colingrant@mgcc.co.uk MGC Roadster, 1969 in Old overdrive, painted wire wheels, black sports reclining seats with white ( ancs)

SERVICES FOR MGs

1954 MG TF 1500

I purchased this car in 1995 and am the second owner from new having imported it from California SA. The car has never been restored but well maintained and is very original. The car is complete and is in very good overall condition having done 88000 miles and dry garaged. Would suit a new owner who could enjoy and cherish this original car which is in good overall running condition with no need to perform any form of restoration but could if so desired make cosmetic changes to suit one s own tastes. Comes with original workshop manual lots of history all matching numbers and heritage certi cate oiro 19500 01507 600391 ( incs)

i i u ted e i e it ed e d i e u t tem Motolita wood rim steering wheel, new hood and good service history. The car has recently been re-commissioned and serviced by us and is in good condition. £19,995

MGB ROADSTER - 1972

MGB Roadster 1972, Just re-sprayed in Dark racing green, Overdrive, Chrome wire wheels, Avon tyres, Biscuit leather interior, Walnut dash, detailed engine bay, new single Mohair hood, Tax and MOT exempt but has a new mot. Stunning rust free vehicle, some history. £17,995

1969 MGB GT

MG6 S GT TURBO - 2014 1973 MGBGT

In excellent condition. This vehicle has spent most of its life in Australia was only repatriated back to the in 2019. The engine is a matching number. The car is complete with the original tools handbook. The top seats body are in very good condition. ackel system not working. More pictures available upon re uest. 21000. Tel: 01452 525079. Email: vlea1938@gmail.com (Gloucester)

MG6 S GT Turbo, 2014, Finished in white, under 15300mls from new, 2 Previous

In maroon red (orig. factory built) ery sound car with superbkeepers, body-2 stamps in the service book with coolant and cambelt change @ Motor ml Fully e celle t c ditiworked i ide on d utrecently ec by ed classic d cle . car e garage. work. Recently resprayed in BRG. RH original chrome bumper red webasupon purchase. £4,500 e uipped for regularity rallies roll cage to sunroof black leather interior wooden Brant trip meter full harness seat belts ed re extinguisher Minilite wheels MGB GT - 1969 steering wheel good condition valued four mud aps twin spots reversing i c 30000 e t ed .i For sale d fifor i 28000 ed i id i t lue it Tel: 0049 e celle el fit d fiContact: i . tli Rie e u ein@gmx.net i fitted icori clude t ei 30 light. Interior is in black leather. As treliafront and rear discs, front 4 pot calipers,up-rated brake master cylinder and Alloy 34665895 (Berlin) ble as clockwork engine pulls well with radiator. In 2012 the car had a Oselli Stage 2 1950cc balanced engine complete smooth gear change. 7500 For uick it i e u t tem ilte d iti . t e sale. Phone 07813 881848 ( e fieal tted ent)eed d e c e i . l c le t e e t i i it

Race Car trailer 1975 RARE MG BGT 8

3.5 ltr with overdrive refurbished in original Tundra Green rare colour 5 owners genuine 80 000 miles mot 2021 last owner 34 years. All panels are original Units 9/10 Fifehead Business Park, Manor Farm, Fifehead Magdalen, near Gillingham, Dorset SP8 5RR unlop wheels. Professionally chrome E-mail: mikerolls4mgs@compuserve.com • www.mikerolls.co.uk bumper conversion many new parts etc. Mail Order “Friendly Quality Service” New starter motor ba ery brakes water pump Radiator recent service very good interior. ei barted protection from new 1952 MG T Mk II oors is solid. thermocouple clutch hose MikeRolls_August2020.indd 1 24/07/2020 10:24 The car has a full body o restoration. It clutch uid replaced new antifree e in has matching numbers. See pictures and system. 20 990. Tel: 07494869469 1968 MGB Roadster description at www.vonfut.dk or call me 1973 MGBGT First registered 1st une 1968. Was fully on +45 2894 6694 or Email: O rive lustre black paintwork lots restored in the 1990 s and lost its original vonfut@gmail.com ( enmark) new chrome 4 new alloy minilites with registration number but has an age relatnew tyres. New front and rear window ed number. Car is in good condition. The rubbers etc. etailed photos of body car is not unleaded. It has overdrive on restoration available. Elderly lady owner 3rd and 4th and has chrome wire wheels. gives up. A smart classic going to best Comes with spare wire wheel speaker(s) o ers over 6495. Tel: 07770 382285 or to t luggage rack and original steering 01258 830241 ( orset) wheel. Price 10 500. Contact Mark on 07703 283084 or Email: mjlcphillips@googlemail.com alloys, Motolita leather steering wheel and a period design up-rated radio. This is a very high spec. car in stunning condition. £24,995

2003 MGTF 135

1973 MG Midget 1275

E-mail: mikerolls4mgs@compuserve.com • www.mikerolls.co.uk Mail Order “Friendly Quality Service”

94 SAFETY FAST! AUGUST 2020

MG TC 1948

A reliable and very original British delivered TC First registered in West Yorkshire in anuary 1948. Owned for the last 19 years and steadily fe led in that time. Excellent steering black body and green wheels and seats. Blockley tyres new tonneau aero screens and many original tools. Featured on the cover of the May 2016 MG Safety Fast Maga ine cover in front of Brooklands Club house sed on many MGCC events and Brooklands 12 12. O ers around 22000. Call Christopher on mobile 07775 847 811 (Berkshire)

Rare Monogram Poseidon 2004 Faceli Estate 71k excellent condition full very extensive service history paperwork MOT SE with Extras pack Sunroof eather Alcantara enon Heated Power seats mirrors. Powerfold mirrors Rare chance to ac uire. 12995 ono Mob 07474471034 Email: TT@mg rv8.co.uk

1980 MGB CM02.13/B32/d

Please note that the Advertising deadline is August 10th for the 2003 MG TT Tourer Units 9/10 Fifehead Busi ness Park, Farm, Fifehead Magdal en, near l infrom gham,new. DorseteSP8Mans 5RR I have owned this Gi car September issue of Manor Safety green. Mileage 80300. Serviced regularly. Fast 1450. Tel: mobile 07816 279952

It was made for an MGA which I bought but now have a closed trailer it is ideal for an MGA MGB TR or similar. I have just had it serviced and all the wiring is perfect new Tyres spare wheel space for race car spare wheel plus Gerry cans also manual winch. 1450 ovno. Contact ohn on 7860 478149. (Cirencester)

MG TT 260 SE

SafetyFast_Aug2020_49-98.indd 94

1949 MGYT

Inca Yellow. One owner from new before me genuine 60 000 miles. Not used in 5 years just back from bare metal respray which included new doors. The car now needs recommissioning all complete including reconditioned seats. ery sound and genuine car 5750. Please call avid on 01255 675358 or 07740 636158 (North Essex)

1968 MGCGT

ovely Condition. Extensive history le. Recent new blue leather interior. Manual O d. New Minilite wheels. Tyres. New servo. Electronic ignition. Alternator reconditioned. Engine and clutch 500 Miles ago. S S Exhaust. Webasto roof. New ba ery. MOT and Tax Exempt but will have new mot. 18500 ono Telephone 01619622972. (Sale Cheshire)

www.mgcc.co.uk

24/07/2020 14:29

1956 MGA 1500

ark Blue with red interior matching mohair hood side screens with storage bag and tonneau. Body and paintwork recently restored to A1 condition. Boot rack. enlowe fan. New front drums and servo ed in 2018 along with 4 new tyres. ady owner for past 23 years who had ex S vehicle rst restored. Full documentation available. 60 000 miles covered since 1997. MOT d. ovely car which drives really well. Reluctant sale. Travelling permi ed so make the trip to Edinburgh and you will not be disappointed 27950. Tel 07719 798649 or 0131 336 1691. Email: ysy705@aol.com for more photos. (Edinburgh)

2002 MGTF 120 Steptronic Semi automatic. 2002. et the car choose the gears or decide for it via steering wheel controls. The best of both worlds ust refurbished and MoT d. ery nice indeed complete with hardtop face o radio wind stop and service history including head gasket renewal. Only 42 500 miles. 2500 ono or would part exchange for a mid price MGA roadster. Tel: 01227 637813. ( ent)

1976 MGBGT

1972 MGB Roadster

ovely dark midnight blue with motolite wheels. Full mechanical and body rebuild in 1997 with documented history. Mileage 17 750 and MOT to ec 2020. Fully serviced. Mohair hood and wind de ector. Stainless steel exhaust. Price 9950. Contact 07806072732 (St Andrews Scotland)

O with Sebring style 15 Mini lite alloys. Full stainless exhaust half stainless roll cage internal engine cut o switch Willans harnesses Moto ita steering wheel. Chartreuse Yellow. Great condition inside and out and always been reliable. Always been stored inside. Serviced every year by CMC Motorsport MG experts. More photos available. Reluctant sale. 11000. Tel: 07903 933042. Email waggy0210@aol.com (Coventry)

2002 MGTF

Anthracite grey interior black leather seats 56 500 miles MOT uly 2021 big brake conversion new discs all round. Bilstein comfort suspension 11 spoke 16 wheels just been refurbished silver sparkle new back tyres stainless steel water pipes exus style dark rear lights rear spoiler wind de ector hood cover colour coded hard top with new head lining stand and cover chrome pack just been serviced. 1600 Tel: 07785314196. ( anark Scotland)

1972 MG Midget 1275cc

Chrome bumpers Round Arches. British Racing Green with black interior Motolita wheel Roll Bar nock o Alloy wheels Boot rack servo brakes new ba ery. Much loved li le car now needing a new oor panel supplied. Can assist with delivery 3500ono. For more info call Bob on 07870 407111 or email: mgcarsscotland@gmail.com

Supercharged MG S 1932 MG F1 Magna 2004 MG S 180

86000 miles. 15 06 2017 at 68179 miles new camsha belts ed clutch brake pads renewed. 2 11 2018 at 74559 miles new ba ery exhaust ed. 01 6 2020 at 85248 miles replacement original MG windscreen ed. Car located in Chipping Sodbury. Note number plate on transfer from A. MOT expires 24 10 2020. No advisories. 1250 ono. For further details contact Steve on 07887694360. Email: sams2@blueyonder.co.uk

O 9757 ( late Ewan Harris s car ) used regularly until this last year. The price to include original block cylinder head many more. Other parts too much to list. Price 28000. Contact Norman 01805 938365. ( evon)

Rare supercharged MG S M 2 for sale lots of optional extras such as sunroof cruise control full leather interior Sprintex supercharger with upgraded oil feed ITG induction uprated gearbox SPA suspension full stainless exhaust and manifold 330mm brakes and a lot more running around 280bhp. 8600ono very rare for one to come up for sale. Tel 07971 438395 ( udley)

MG TC (1946)

This is a beautiful MG TC 1946 red with beige interior and chromed grill. She is a ne example of an original car from the past. There have been no modi cations done to the car apart from the signal indicator lights. She is in fantastic condition from the chassis up and has had a high level of renovation and maintenance that have that have kept her in this condition over the years. The engine and chassis numbers are matching and I have the original logbook. This is a lovely example of a clean well maintained car that is 74 years old. The car has been in South Africa from 1967 having come from the originally. With the car there is a Tonneau cover spare head gasket tappet cover gasket and other spare parts and items that can be ed (Badges etc). 29000 Email: lorrainesuddaby@gmail.com

1957 MGA Coupe

Midnight Blue with gray interior. MGB engine and overdrive gearbox wire wheels 5 new tyres clutch and sports exhaust. Front disc brakes alternator alloy rad and C player. Body o restoration in 2015. 15000ono. Tel Richard on 01892 724804 ( ent)

WANTE MGBGT r b ast Series Stunning original condition. All factory paperwork. nown history. Prefer rustproofed and garaged. Prefer below 10000 miles. No sunroof. Going to great home in N . If not selling yet would like to register for when you possibly might thanks. Please at least kindly make contact. Email: roger.f@ballebros.co.n or Tel: +64 27 6049606.

FOR DISPLAY ADVERTISING IN THE NEXT ISSUE OF

THE MARQUE OF FRIENDSHIP ÂŁ3.95

2003 MG S 180

MGB 8

Recent restoration. Fresh MOT. Fi ed with Rover 3.5 engine and 5 speed gear box. Excellent condition. Teal blue. 15000. Contact Nick Walker on 07976 289346. (No nghamshire)

www.mgcc.co.uk

SafetyFast_Aug2020_49-98.indd 95

Owned for two years 78761 miles. nable to drive it for long now as arthritis has worsened. New ECB brakes discs clutch linkages tyres cam belts oil lter plugs ba ery rear exhaust box ignition and steering lock. Air con re gassed. Extra wheels with tyres. Only used for a few MG track days. New MOT. ooked a er by Summi motors MG specialist in Maidenhead. 1600 ONO Contact Peter 01494 482920 or Email: peterjoanhickman@gmail.com (Buckinghamshire)

VOL 64 No 8 AUGUST 2020

FOUNDED 1930

1957 MGA Roadster 1500cc

Orient Red. A er 32 years of enjoyable MG motoring I must now part with my beloved MGA for health reasons. Home Market car with 2 previous owners drives perfectly and looks stunning. Restored and maintained to high standard. Former concours winner. Participated in many and European classic events much provenance. Reluctant sale 27000. For details and view contact Alan 01962 856507 (Winchester)

Geof frey Iley - Memories of hi s time at MG MG and the world Land Speed Record Breathe Deeply and Gulp

PLEASE CALL NICK ON 01452 730770 AUGUST 2020 SAFETY FAST! 95

24/07/2020 14:29

Insurance for all MG’s classic and modern STEVE McKIE SPORTSCARS CHESTERFIELD

•

DERBYSHIRE

Specialists in the repair and restoration of MG cars Suppliers of parts for • MGA • MGB • MGC • Midget • T Type • MGF/TF

www.stevemckiesportscars.co.uk Tel 01246 454527 • Fax 01246 453681 Albert Street North, Chesterfield, S41 8NP

TED

Steve McKie Sports Cars Hi-Res.indd 1

AN W G

y r o Gl BY

MGOC Recommended Dealer 40 MGs in Stock Best Prices paid with friendly advice. Est 1986 Fast payment and collection

WANTED WANTED ALL MG MODELS! All conditions wanted, from barn ﬁnds to concours. Complete collections purchased. Cash buyer. Discretion assured. Please do not hesitate to contact me if you are interested in selling your MG and are looking for a prompt hassle-free cash buyer! Please feel free to contact me for a no obligation friendly chat.

I am especially interested in the following models: MG TC, MGA, MGB, MGC, MGB V8, Magnette and Midget.

MGB

4 synchro Gearbox with overdrive (working when removed from car) 50. MGB grey folding hood frame Good condition 50 A B Magne e gearbox condition unknown 30. Contact avid at dtmg67@aol.com or call 07801 688706 a er 6pm or at week end. Collect or plus postage carriage. 23/06/2010 13:46 (Norwich)

m nigelguild@hotmail.com 01844 281700 r o F

U YO

How to Advertise

Members can advertise their cars free of charge in Safety Fast! The cost for non members is £20. The advert will also be posted on the Club website in due course. To place an advert in Safety Fast! please email colingrant@mgcc.co.uk with an attached photo of your car, details of your car, your contact details, price of your car, area where you live and membership number. Please keep your advert to 0 words The editor reserves the right to edit longer adverts. This is for one insertion only, for additional insertions please email Colin at colingrant@mgcc.co.uk

MIDGETS! WANTED

Contact the Midget Specialist MIKE AUTHERS on Abingdon 07703 465 224 CHROME BUMPERED MIDGETS in excellent condition bought up to £8,000. View current stock at

www.mgmidgets.com

CALL DIRECT ON: 07787 528131 UK Based Buyer

URGENTLY WANTED

arious TC spares

uggage rack steering box and column Brooklands aero screens speedo rev counter cable ucas Alte e horn PAG rocker cover brake shoes and lining S fuel pump brake drums crown wheel and pinion clutch assembly PAG cylin der head and rear view mirror. Sensible o ers accepted. Please call avid Skelly on 07736350853 E mail: jdavidskelly@aol.com. (North Her ordshire)

Reg number C20 MGF

Currently held on retention certi cate. 650 ono (plus transfer fee) Perfect nishing touch for your MGF Further details please call 07850 974874 or email: philipdivers@btinternet.com

MGA Parts

1 Inlet manifold P N AEH660 2 sets S Twin H4 carbure ers 150.00 the lot Photo available if helpful. 1 Exhaust manifold P N 48G143 20.00 purchaser collects or pay for postage. Tel: 01913840083 or 07802 458565 ( urham)

T Wheels

4 15 x 5 60 spoke wheels second hand silver with part worn radial tyres 50.00 ONO. Reason for sale was going to convert early T to spokes decided to keep it original. 5 x unlop Road Speed crossply 5.90h R55 x 15 cross ply secondhand plenty of life le and good condition kept in dark storage. 4 x unlop Super C 49 55.0 59 x 15 cross ply again second hand in good condition. Best o er accepted Must be collected from Witney Oxon. Phone 01993 704032

Breaking 1961 MGA

Any Condition from non runners to rebuilt cars

MkII (wire wheels). All parts available including new parts. Some have already been refurbished including the chassis engine carbs etc. For further informa tion and list of available parts please contact Adrian at amalt8467@gmail. com or on 07710 399 534.

Please call Edward 01923 840236 or any time on 07774 484497 Email: ejwclassiccars@btinternet.com Website: www.mgandporsche.com

Please note that the Advertising deadline is August 10th for the September issue of Safety Fast!

MGA/MGB/MGC/V8/ MIDGET/SPRITE ETC

(Northwood, Middlesex) 96 SAFETY FAST! AUGUST 2020

SafetyFast_Aug2020_49-98.indd 96

Call for a quote today

01376 574000

www.classiccarinsurance.co.uk S HIF4

Twin Carbure ors with inkage. Re cently used on MGB serviced regularly. (Replaced by carbs appropriate to model year). Heatshield included at no extra cost as has crack but otherwise O . 215 plus postage. Email: tonyblake38@hotmail.com (Bristol)

S P A R E S W A N W A N T E D

MGA Original BMC showr Might consider a copy but large poster. MG Neon showroom sign Tel: 07795670881

W A N T E D

M G C P A R T S

Power exhaust back box 190 TT and also an Pow Please contact Bob on 078 email: mgcarsscotland@g

4x 72 Spoke Wire Wheels. 5.5 x15. Nice condition. Reason for change cosmetic. 450.00 ovno. Email: philandm76@blueyonder.co.uk Tel: 07800 914269. (Cheltenham)

W A N T E D

Fuel Tank for TF (1955). Ple ohn Mc ougall on 07979 Email: mcdougalljs@btinte

2001 MG S 180

Pair of rear lights with bulbs. I ed a pair of snake eyes. Good condition 20 +postage or pick up orset. es Horton Tel 01305761118 or mob 07472555959

MGA Spares

Front valance panel 70. Complete clutch plus slave hose 80. arious gauges rev counter and recon Oil Temp. Rear light plinths resprayed in Orient red. Suit 1500cc 50. Tel 07973642423 ( ent)

Magne e Spares

2 x A steering wheels 50.00 each A bonnet and bootlid 50 each A and B propsha s 30.00 each Front Bumpers x 2 20.00 each Radiator 30.00 3 x Gearboxes 75.00 each + ots of other spares for Magne e including carbs suspension parts and interior parts (all used) please ring TF T Magne e steel wheels x 2 with hubcaps 50.00 each A spares cylinder head gaskets break cylinders. Please call Nigel on 07790 034288.

MG Midget

Windscreen Mk.1 reasonable condition pillars rough. 40ono. Smooth case gearbox working 25. Five steel wheels 5.5 x13 not standard three with tyres. Free. Buyer collects. MGB steering rack 1975 good. Free. Tel 07836505163 or Email: clive.pearce1@btopenworld.com. (Wolverhampton)

M G A

Original RH steering rack genuine BMC not repro. 325.00 ono Tel 07795670881

Registration Number

MG03BOB on retention 575 ono call Bob on 07870 407111 or email mgcarsscotland@gmail.com

1965 Midget Spares

Complete seat inc. runners. Blue with white piping. Sound but ta y. Any o ers Other mechanical bits you ask and I ll rummage in shed Contact Nigel on 0151 327 6776 or Email: ncwpra en@btinternet.com

MGTF 1250 Spares

5 o pressed steel wheels sound condi tion with excellent tyres Firestone 165 x 15 with 6mm tread remaining 600 ono for the set of 5 4 o chromed hub caps with medallions for the TF or T pressed steel wheels 100 ono. 1 o spare wheel hub cap with large medallion for the TF or T pressed steel wheels 30 ono. 2 un used cast iron front hubs brake drums with stud nuts new bearings but no internal spacers 300 ono 2 un used cast iron rear hubs brake drums with stud nuts. 300 ono Contact Email: julrica.42@gmail.com or tel: 01903893965 (West Sussex)

www.mgcc.co.uk

24/07/2020 14:29

Call for a quote today

01376 574000

Insurance for all MGâ&#x20AC;&#x2122;s classic and modern

www.classiccarinsurance.co.uk

C arrtteer e i r r C a e i a r r C arterr ieAlan Ba r and Alan Bartlett r a B and Bartlett email barriemgracer@yahoo.co.uk B and Alan Bartlett email barriemgracer@yahoo.co.uk email barriemgracer@yahoo.co.uk

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and Alan Bartlett ,ÂˇYH GHFLGHG WR FUHDWH VSDFH IRU WKH ZRUN WKDWÂˇV FRPLQJ WKURXJK RXU GRRUV 0*ÂˇV 5DFH FDUV &ODVVLFV RI DOO W\SHV ,ÂˇYH GHFLGHG WR FUHDWH VSDFH IRU WKH ZRUN WKDWÂˇV FRPLQJ WKURXJK RXU GRRUV 0*ÂˇV 5DFH FDUV &ODVVLFV RI DOO W\SHV email barriemgracer@yahoo.co.uk WE ARE OPEN AND NOW IS THE TIME TO HAVE ALL YOUR WORK CARRIED OUT, SO THESE SALE CARS ARE AT, OR WELL BELOW THEIR COST TO ME. ,ÂˇP YHU\ GHDODEOH ,ÂˇYH GHFLGHG WR FUHDWH VSDFH IRU WKH ZRUN WKDWÂˇV FRPLQJ WKURXJK RXU GRRUV 0*ÂˇV 5DFH FDUV &ODVVLFV RI DOO W\SHV WE ARE OPEN AND NOW IS THE TIME TOâ&#x20AC;&#x2DC;T-typeâ&#x20AC;&#x2122; HAVE ALL YOUR WORK CARRIED OUT, SO THESEâ&#x20AC;&#x2DC;X-pagâ&#x20AC;&#x2122; SALE CARS ARE AT, OR WELL-BELOW THEIR COST TO ME. ,ÂˇP YHU\ GHDODEOH - â&#x20AC;&#x2DC;T-typeâ&#x20AC;&#x2122; - â&#x20AC;&#x2DC;T-typeâ&#x20AC;&#x2122; - â&#x20AC;&#x2DC;X-pagâ&#x20AC;&#x2122; â&#x20AC;&#x2DC;X-pagâ&#x20AC;&#x2122; WE ARE OPEN AND NOW IS THE TIME TO HAVE ALL YOUR WORK CARRIED OUT, SO THESE SALE CARS ARE AT, OR WELL BELOW THEIR COST TO ME.TC ,ÂˇP YHU\ GHDODEOH Racer Although there has been

768830

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much interest in mythere ex-championship TC Racer Although has been

and well knownin T.C. race car, I donâ&#x20AC;&#x2122;t ,ÂˇYH GHFLGHG WR FUHDWH VSDFH IRU WKH ZRUN WKDWÂˇV FRPLQJ WKURXJK RXU GRRUV 0*ÂˇV 5DFH FDUV &ODVVLFV RI DOO W\SHV much interest mythere ex-championship TC Racer Although has been want the known part xsT.C. offered. Itcar, is already and well race I donâ&#x20AC;&#x2122;t much interest inhas my so ex-championship very cheap andxs many rare WE ARE OPEN AND NOW IS THE TIME TO HAVE ALL YOUR WORK CARRIED OUT, SO THESE SALE CARS ARE AT, OR WELL BELOW THEIR COST TO ME. ,ÂˇP YHU\ GHDODEOH want the known part offered. is already and well T.C. raceItcar, I donâ&#x20AC;&#x2122;t and expensive Iâ&#x20AC;&#x2122;mmany not giving it very andxsparts has so wantcheap the part offered. It is rare already away. L.S.D.and Derrington inlet and and expensive parts Iâ&#x20AC;&#x2122;mmany not giving it very cheap has so rareex.

x with overdrive Wheels. 5.5 x15. moved from car) 50. ason for change hood frame Good ovno. Email: yonder.co.uk earbox condition . (Cheltenham)

180 dtmg67@aol.com or with I ated a a erbulbs. 6pm or week condition 20 sGood postage carriage. p orset. es Horton or mob 07472555959

spares sring box and column

elcreens 70. Complete speedo rev ose 80. e horn arious PAG as Alte er and recon Oil S e shoes and lining inths resprayed in drums crown wheel 00cc 50. PAG cylin assembly ent) mirror. r( view cepted. paresPlease call 736350853 E mail:A eels 50.00 each com. d 50 each A and B ire) each Front Bumpers adiator r C20 30.00 MGF3 x each + otscerti of other retention cate. e including ansfer fee) carbs nd interior parts (all ouch for your MGF ease call 07850 974874 teel wheels x 2 with vers@btinternet.com ch er head gaskets N AEH660 4n carbure ers 07790 034288.

Triumph TR6 150HP Totally rebuilt from a dry state car into this fabulous RHD TR6. It was professional body offstate rebuild thethis MGB Roadster 1977. Terrific chrome bumper car converted by Triumph TR6 150HP Totally rebuilt from a dry cartointo highest ofRHD standards, everything newfrom orbody reconditioned. a leading MG company, ownedchrome and cherished years withby fabulous TR6. It was professional offstate rebuild thethis MGB Roadster 1977. Terrific bumper for car9converted Triumph TR6 150HP Totally rebuilt a dry cartoSuperb into 1935 Ford Y Type for special fitted with MG body, chassis and all matching leather interior, new carbs, rebuilt as many sensible upgrades aschrome you wish for for,9converted suspension, highest of standards, everything new or reconditioned. Superb a leading MG company, owned and could cherished years withby fabulous RHD TR6. It was professional body off rebuild to the MGB Roadster 1977. Terrific bumper car 1935 special fitted with MG periodFord P orYJType Body.forBuilt for hill climb sprints O.D. box, rimed wheel, allleather unused weather equipment, all leathersensible interior, new wings, underneath, rep body, chassis and all matching new carbs, rebuilt as many upgrades as lovely you wish for for,9Minilite suspension, highest ofwood standards, everything new orinterior, reconditioned. Superb a leading MG company, owned andcould cherished years with period P orYJType Body. for hill climbwith sprints in the Ford 50s/60s a family owned. Running driving 1935 forBuilt special fitted MG Minilite rep wheels, so much more.interior, Less than 500 miles wheels, and 45upgrades DCEO. This car like a train and is rep the O.D. box, wood rimed wheel, allleather unused weather equipment, all leather interior, new wings, underneath, body, chassis and alland matching new carbs, rebuilt as manyoh sensible as lovely youpulls could wish for,Minilite suspension, in the vintage 50s/60s a family owned. Running driving great TheBuilt Body probably worth sincebox, it was rebuilt and its ThisLess must rate as miles one of ultimate long classic Tounderneath, coin period P or J fun. Body. forishill climb sprints Minilite repwood wheels, and so gorgeous. much more. than 500 wheels, oh anddistance 45 new DCEO. This MB. car pulls likeana old trainphrase, and is itâ&#x20AC;&#x2122;s the O.D. rimed wheel, all unused weather equipment, all leather interior, wings, lovely Minilite repa the best TR6s about,and much more tell ifLess you ring. ÂŁ22,995 Belter it.distance wheels, andThis so MB. much ÂŁ12,995 great The Body is probably since it was rebuilt its This must rate500 as miles one of ultimate long classic Tomore. coin more than thefun. car. ÂŁ6,550 in the vintage 50s/60s a family owned. Runningworth driving Minilite rep wheels, and sogorgeous. much tomore. than wheels,I love oh and 45 DCEO. car pulls likean a old trainphrase, and isitâ&#x20AC;&#x2122;s thea the best TR6srebuilt about, much more to tellThis if you ring. Belter I love wheels, classic and so MB. muchTomore. ÂŁ12,995 more than the car. for ÂŁ6,550 Extremely rare 4WD switchable 1990 Subaru 1935 Ford Y Type special withworth MG great vintage fun. The Body isfitted probably since it was and its gorgeous. must rateÂŁ22,995 as one of ultimate longit.distance coin an old phrase, itâ&#x20AC;&#x2122;s a Justy, milesmore and to in tell lovely inside and Belter I love it. wheels, and so much more. ÂŁ12,995 periodthan P orthe J Body. Built for hill climb sprints the best TR6s34000 about, much if youcondition ring. ÂŁ22,995 more car. ÂŁ6,550 LadaMX5s. Niva. The forgotten Rover4Metro 1.1 1990 only 2 owners 1 Lady, 1 Doctor out. These out perform pandas, 205s, even in the 50s/60s a family owned. Running driving wheel drive miracle of the Lada Niva. The forgotten 4 and 21000 miles, full history and as new fabulous Quick, Quirky and superior, Cheap Tax and insurance. great vintage fun. The Body is probably worth 80s. Still made and sold wheel drive miracle of the4 car. ÂŁ2,500 starter Lada Niva. The forgotten Motâ&#x20AC;&#x2122;d. ÂŁ2,250 more than the car. ÂŁ6,550 80s. Still made and all over Europe. But sold to wheel drive miracle of find the all over Europe. But to find a80s. RHD one is so rare now Still made and sold FORGET YOUR SHEPHARDS HUTS! TR6. This fabulous aall RHD one is so rare now especially with cossack over Europe. But to find TR6 was build This superb showmans living van with cossack and awheels, RHD one istosofind rareone now DURING THE ENFORCED especially RHD using a sound came from a showmans family and wheels, to been find one that hasand never welded especially with cossack unrotten US donor. is absolutely fabulous. The interior GARDENING HOLIDAY, that has never welded rarer still.and I used them in wheels, to been find one It was built as a and exterior have been decorated still.and I used themwelded in the 80s thebeen constant that has never body off new or WE ARE STILL ABLE rarer as only a true Romany living van the 80s and the 2 speed 4WD gotconstant a lot in of rarer still. I used them reconditioned. It is could be. The ceiling is insulated 2 speed 4WD got a lot of embarrassed drivers in flash immaculate. O.D. the 80s and the constant TO DELIVER and quilted cloth, and the double Subaru Justy Van No. Youâ&#x20AC;&#x2122;ve still about as far as we embarrassed drivers out 4WD of trouble.They are box, new carbs, 24wd speed got a lotinofflash bed is supremely comfortable. It has should you trust us on our Subaru Vanthe No.saloon, Youâ&#x20AC;&#x2122;ve around still about as farmiles, as we 4wd outand of trouble.They are know. Itâ&#x20AC;&#x2122;sJusty just like 60,000 lite reps, itâ&#x20AC;&#x2122;s rugged terrific embarrassed driversoffinand flash been built(Lotus with vintage wheels andWith 2 mini Locust 7 type) Kit Car. gearboxes, know. Itâ&#x20AC;&#x2122;s just like the saloon, around 60,000 miles, magnificent descriptions as most people do, rugged and terrific off and in lovely condition and with a superb interior. It drives Subaru Justy Van No. Youâ&#x20AC;&#x2122;ve still about as far as we on road cars, far superior to new tyres(Lotus and has7 an â&#x20AC;&#x2DC;Aâ&#x20AC;&#x2122; frame to With 2 just 4wd out of trouble.They are Locust type) Kit Car. gearboxes, pinto engine, rolling chassis, all bodywork, fullcovered cage, having in lovely condition and with a superb interior. It drives on road cars, far superior to like anItâ&#x20AC;&#x2122;s MX5 switchable 4wd60,000 system. I like know. justand likehas theasaloon, around miles, these piddly little Pandas. enable it to be towed on the road, we can still deliver in the UK rugged and terrific off and pinto engine, rolling chassis, all bodywork, full cage, only a few hundred Locust (Lotus 7 type) Kit Car. With 2 gearboxes, like an MX5 4wdinterior. system. I like simple completion garage piddly Pandas. oddlovely balls, askand myhas wife.... funa ÂŁ2,650 this van has been builtforwith care bound retiree ÂŁ2,250 in condition anda switchable with superb It drives Buyroad rare, buylittle funsuperior ÂŁ5,750 to on cars, far and Europe. We have plenty of these miles,full in cage, the hands simple completion forchassis, garage bound retiree ÂŁ2,250 odd balls, askand myhas wife.... fun ÂŁ2,650 pinto engine, rolling bodywork, Buy buylittle fun ÂŁ5,750 and historical skills now largely all like an MX5 a switchable 4wd system. I like theserare, piddly Pandas. of an octogenarian work, but can always cope with Buy rare, buy fun ÂŁ5,750 forgotten. It is ready to use, show, simple completion for garage bound retiree ÂŁ2,250 odd balls, ask my wife.... fun ÂŁ2,650 owner. The best

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MGA BMCWheels. showroom 4x 72Original Spoke Wire 5.5 poster. x15. Might consider aReason copy but be the Nice condition. formust change large poster. cosmetic. 450.00 ovno. Email: MG Neon showroom sign. philandm76@blueyonder.co.uk Tel: Tel:07795670881 07800 914269. (Cheltenham)

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Cherished 2 x A steering wheelsVehicle 50.00Insurance each A................9 bonnet and bootlid 50 each A........................67 and B Chisbon Restorations propsha s 30.00 Front Bumpers Classiceach & Sports Cars (Essex)........36,37 x 2 20.00 each 30.00 3 x CliveRadiator Wheatley ..................................53 Gearboxes 75.00 each + ots of other Colne Classics ..................................97 spares for Magne e including carbs David Manners ...................................6 suspension parts and interior parts (all Doctor ..............................67 used) pleaseDistributor ring DoneTrimming ...................................97 TF T Magne steel wheels x 2 with hubcaps 50.00 EJWeach Classic and sports .....................96 A spares cylinder head gaskets Fishers Services ................................59 break cylinders. Footman James ................................23 Please call Nigel on 07790 034288. Former Glory.....................................96

MG Midget Frontline ...........................................29 Windscreen Mk.1 reasonable condition Halls Garage .....................................53 pillars rough. 40ono. Smooth caseHeathrow gearbox Transmission......................81 working 25. Hoyle5.5 Suspension Five steel wheels x13 not..............................59 standard Just Right ..........................40 three with tyres. Free.Autos BuyerLtd collects. MGB steeringLongstone rack 1975 good. Free. Tyres ...............................48 Tel 07836505163 or Email: clive.pearce1@btopenworld.com. (Wolverhampton)

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the lovely J40 pedal and here isG.P. one. It hascars, ain J40 Revival forAlthough young hopefuls been on is hold, it Itwill and here one. hasbe a fullyput prepared painted body the lovely J40 pedal cars, back so iswill the race fully prepared painted body andand most parts, missing and here one. It has a forand young G.P.parts, hopefuls in most lights, bumpers &missing seat fully prepared painted body thelights, lovely J40 pedal cars, bumpers &missing seat covers, allone. available from and most parts, and here is It has covers, all available from the Vintage Pedal lights, bumpers & Car seat a fully prepared painted the Vintage Pedal Company. easy,Car cheap covers, all An available from body and most parts, Company. AnPedal easy, cheap entryVintage to Revival and your missing lights, bumpers the Car entry to Revival andcheap your & sea covers, all easy, available protĂŠgĂŠe G.P. driver can Company. An protĂŠgĂŠe G.P. driver can from theyou Pedal help build it,and all Car ready entry toVintage Revival your Company. An easy, cheap help you build it, all ready for next years Goodwood protĂŠgĂŠe G.P. driver can entry to Revival and your for next years Goodwood romp. ÂŁ2,750 help you build it, all ready protĂŠgĂŠe G.P. driver can romp. foryou nextÂŁ2,750 years Goodwood help build it, all ready ÂŁ2,750 forromp. next years Goodwood romp. ÂŁ2,750

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Power exhaust back box to suit a 190 TT and also an Power rally seat. Please contact Bob on 07870 407111 or email: mgcarsscotland@gmail.com

Fuel for Barry TF (1955). contact FrontTank valance panel 70.Please Complete Walker .....................................93 ohn Mc on 07979 or clutch plusougall slave hose 80.315075 arious Beech Hill Garage .............................94 Email: gaugesmcdougalljs@btinternet.com rev counter and recon Oil British Motor Heritage ......................14 Temp. Rear light plinths resprayed in Brown and Gammons .......................13 Orient red. Suit 1500cc 50. Bucks(Sports Tel 07973642423 ent) and Classic ..................81

helpful. reasonable condition d P N 48G143 ono. collects or pay for www.mgcc.co.uk M G A box working 25. 3840083 or 07802 Original RH steering rack genuine 5.5 x13 not standard BMC not repro. 325.00 ono ree. Buyer collects. Tel 07795670881 1975 good. Free. ke wheels second or Email: Registration Number art worn radial tyres openworld.com. MG03BOB on retention 575 ono call 97 on for sale wasSafetyFast_Aug2020_49-98.indd going Bob on 07870 407111 or email

back and so will the raceinbe for young G.P.hold, hopefuls been put on it will for G.P. hopefuls in the young lovely J40will pedal cars, back and so the race

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Power exhaust to suit Pair of rear lightsback withbox bulbs. I aed a 190 TTsnake and also anGood Power rally seat. pair of eyes. condition 20 Please contact Bob onorset. 07870 407111 or +postage or pick upLighting es Horton 4Sight Company...................81 Machine Mart ...................................11 email: mgcarsscotland@gmail.com Tel 01305761118 or mob 07472555959 Adrian Flux .......................................73

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ertise their cars free of Fast! The cost for non . The advert will also e Club website in due n advert in Safety Fast! grant@mgcc.co.uk with o of your car, details of ntact details, price of where you live Re and with inkage. ber. Please keep your B serviced regularly. dsappropriate The editor reserves to dit longer adverts. shield included at no insertion only, for rack but otherwise ons please email Colin age. Email: nt@mgcc.co.uk mail.com

manifolds, 13/4 50s vented brakes, TC Racer Although there hasinlet been away. L.S.D. Derrington and ex.it and expensive parts Iâ&#x20AC;&#x2122;m not giving much interest in13/4 my 50s ex-championship trampbars, alloy panels, manifolds, vented brakes, away. L.S.D.telescopics, Derrington inlet and ex. andtrampbars, well known T.C. race car, I donâ&#x20AC;&#x2122;t 72 spoke 14 wheels, Avon 22R. To telescopics, alloy panels, manifolds, 13/4 50s vented brakes, want the part 14 xs offered. ItAvon is already build this would cost 50k but itâ&#x20AC;&#x2122;sToa 72 spoke wheels, 22R. telescopics, alloy panels, verytrampbars, cheap and has so many rare proven car.would It wheels, cancost be sold as22R. aitâ&#x20AC;&#x2122;s rolling this 50k but 72 spoke 14 Avon andbuild expensive parts Iâ&#x20AC;&#x2122;m not giving it Toa chassis all complete but less engine, proven car. It cancost beinlet sold as rolling away. L.S.D. Derrington build this would 50kand butaex. itâ&#x20AC;&#x2122;s a or with 13/4 aallless modified engine or chassis complete less manifolds, vented brakes, proven car. It50s can be but sold as aengine, rolling whatever combination you wish. or with atelescopics, modified or Itâ&#x20AC;&#x2122;s trampbars, alloy panels, chassis allless complete butengine less engine, very cheap andmodified will give youwish. of 72 spoke 14a wheels, Avon 22R. Tolots whatever combination you or with less engine or Itâ&#x20AC;&#x2122;s buildvery thisroad would costwill 50kgive but you itâ&#x20AC;&#x2122;s alots of fun, or competition. Ring cheap and whatever combination wish. Itâ&#x20AC;&#x2122;s proven car. It or can be sold asyou aRing rolling fun, competition. veryroad cheap and will lots of chassis all complete but give less you engine, fun,aroad competition. Ring or with less or modified engineRevival or J40 Although has whatever combination Itâ&#x20AC;&#x2122;s beenAlthough putyou onwish. hold, it will J40 Revival hasbe very cheap and will give you lots of back and so will the race been put on hold, it will J40 Although hasbe fun, road or competition. RingRevival

Manor Garage...................................81 Martin Smith Used MGTF Spares ......92 MG F2 Magna...................................85 MG Mecca........................................93 MG Motors .......................................21 Midland Classic Restoration .................4 Mike Authurs Classics .......................96 Mike Rolls ........................................94 Mike Satur........................................27 Moss Europe Ltd .............................. IFC NTG Services ................................. OBC Oselli Ltd .........................................43 Peter Best ........................... 96, 97, IBC Raceglaze ........................................81 Rees Bros.........................................92 Retro Sports Cars .............................73 Rimmer Bros Ltd .................................6 RJH Automotive Transport ..................43 Robin Lackford Motor Engineering .....73 Skiptune ...........................................53 SMR.................................................93 Steve McKie Sports Cars ...................96 Summit MG ......................................59 Sussex Classic Car Parts ...................67 The Hutson Motor Co Ltd .....................4 Torro Sports Cars Ltd ........................96

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24/07/2020 AUGUST 2020 SAFETY FAST!10:13 97

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LOOKING BACK The official publication of The MG Car Club Incorporating ‘The M.G. Magazine’, ‘The Sports Car’ and ‘Brooklands Track and Air’, Safety Fast! Copyright MG Car Club 2020 2019

Editor: Andy Knott 01235 849730 / 01235 555552 andyknott@mgcc.co.uk Deputy Editor: Colin Grant 01235 849733 colingrant@mgcc.co.uk Editorial Committee: Andy Knott, Colin Grant, Adam Sloman PR and Communications: Advertising: Hine MarketingJade 01452 Beckett 730770 01233 849731 Published by:Hine Advertising: HineMarketing Marketing, 01452 Hill Farm 730770 Studios, Wainlodes Lane, Bishops Glos, GL2 9LN. Tel: 01452 730770 Published by:Norton Hine Marketing, Hill Farm Studios, Wainlodes Distributed Lane, Bishopsby: Norton Air Business. Glos, GL2 Merlin 9LN. Centre, Tel: 01452 4 The, 730770 Acrewood Way, St Albans Tel: 01727 890600 Distributed by:AL4 Air0JY Business. Merlin Centre, 4 The, Acrewood Way, St Albans President: John AL4 Day 0JY Tel: 01727 890600 Vice Presidents: President: John Day Ron Gammons, Don Hayter, Peter Best, Ian ViceQuarrington Presidents: Ron Gammons, Don Hayter, Peter Best, Bill Chairman: Bill Silcock. Silcock. Vice Chairman: Keith Williams Chairman: Dave Tynan Treasurer: Richard Colston Vice Chairman: George Wilder

he June issue of Safety Fast! carried a wonderful selection of photos taken in 1966 at the MG Car Club’s Oulton Park Race Meeting. Since printing the magazine the photographer, Antony Ward, has emailed explaining that he took the photos, as well as a lot of photos at other events the MG Car Club held in the 1960s. Antony has very kindly sent a selection of photos taken at other events, and published here are a few taken in 1966 at the MGCC driving test and concours held at the Belfry Hotel in the Midlands. I’m sure some of the Midland Centre stalwarts will recognise a few people in the photos.

Directors: Saunders, Treasurer: Dave Richard ColstonPeter Cook, Adele Rand, Lorraine Noble Thompson, George Wilder Directors: Dave Saunders,Colin PeterWithers, Opie and Peter Cook and Dave Tynan Company Secretary: Colin Grant Company Secretary: Colin Grant Staff Members: Adam Sloman (General Manager 01235 849732), Staff Members:(Competitions Adam Sloman (General Manager 01235 849732), John Hutchison Secretary 01235 849738), Andy Lauran Gallacher Andy Knott Knott (01235 (01235 849730), 849730), Lauran Gallacher (Assistant (Assistant General General Manager 01235 849735), Manager 01235 849735), Liz Liz Allsworth Allsworth (Membership (Membership Secretary Secretary 01235 849734), Mark Baulch (Motorsport 07554 160840), 01235 849734), Colin Grant (01235 849733), Jade Beckett Colin Grant (01235 849733), Cherina Scarrott (Finance Officer (01233 849731), Cherina Scarrott (Finance Officer 01235 01235 849736) andSherman Ineke Sherman (Merchandise 849736) and Ineke (Merchandise 01235 01235 849737) 849737) Gemma Bray (Communications Administrator) Honorary Members: Michael Allison, Ron Gammons, Peter Best, Honorary Michael Allison, RonPaddy Gammons, Peter Best, Don Hayter,Members: John Quenby, Sir Stirling Moss, Hopkirk, Don Hayter, JohnPiers Quenby, PaddyRob Hopkirk, Norman Ewing, Norman Ewing, Hubbard, Oldaker, Steve Hanegan, Rob SteveJune Hanegan, GerryHawke, McGovern, Hawke, GerryOldaker, McGovern, Wallis, Ann JohnAnn Dutton, John Day, John JohnSilcock. Day, Julian White, Bill Silcock. JulianDutton, White, Bill Company Company limited limited by by guarantee guarantee The Club, Club, as as aa corporate The corporate body body established established as as the the MG MG Car Car Club Club Limited, is is aa company company limited limited by by guarantee. guarantee. Every Every member member of of the the Limited, Club undertakes undertakes to to contribute contribute to to the the assets assets of of the the Club Club in in the the Club event of of its its being being wound wound up up while while he he is is aa member, member, or or within within one one event year after after he he ceases ceases to to be be aa member, member, for for payment payment of of the the debts debts year and liabilities liabilities of of the the Club Club contracted contracted before before he he ceases ceases to to be be aa and member, member, and and the the costs, costs, charges charges and and expenses expenses of of winding winding up, up, and for the adjustment of the rights of the contributors among and for the adjustment of the rights of the contributors among themselves, such amount as may be required, not exceeding themselves, such amount as may be required, not exceeding one one pound. pound. Whilst Whilst every every effort effort has has been been made made to to ensure ensure the the accuracy accuracy of of information information at at the the time time of of going going to to press, press, neither neither The The Publisher Publisher (herein referred to as Hine Marketing), the Editor, nor the MG (herein referred to as Hine Marketing), the Editor, nor the MG Car Car Club Club can can accept accept any any responsibility responsibility or or loss loss occasioned occasioned to to any any person person acting acting or or refraining refraining from from action action as as aa result result of of any any material material in the publication. The opinions of authors are their own and in the publication. The opinions of authors are their own and Hine Hine Marketing, the the Editor Editor and and the the MG MG Car Car Club Club are are not not bound bound to to agree agree Marketing, with opinions opinions expressed expressed herein. herein. Reproduction Reproduction in in whole whole or or in in part part with without written written permission permission is is prohibited. prohibited. Safety Safety Fast! Fast! and and The The MG MG without Car Club Club badge badge are are protected protected through through trademark trademark registration registration in in Car the UK UK and and in in the the foreign foreign countries countries where where Safety Safety Fast! Fast! circulates. circulates. the Readers are are warned warned that that ifif they they attempt attempt any any mechanical mechanical or or other other Readers modifications or or methods methods referred referred to to herein, herein, they they do do so so at at their their own own modifications risk and no liability will attach to the MG Car Club, the Editor risk and no liability will attach to the MG Car Club, the Editor nor nor Hine Marketing. Neither shall the MG Car Club, the Editor nor Hine Hine Marketing. Neither shall the MG Car Club, the Editor nor Hine Marketing Marketing have have any any responsibility responsibility for for the the accuracy accuracy of of the the content content of of the the editorial, editorial, neither neither the the content content of of any any advertisement advertisement published published in in Safety Fast! Safety Fast!

ItIt should should be be noted noted that that neither neither Hine Hine Marketing, Marketing, the the Editor, Editor, nor nor the the MG MG Car Car Club Club make make any any recommendation recommendation in in respect respect of of any any goods goods and/ and/ or services advertised or featured in this issue. It is the responsibility or services advertised or featured in this issue. It is the responsibility of of readers readers to to satisfy satisfy themselves themselves that that the the goods goods or or services services offered offered or or referred to to are are bona bona fide fide and and in in no no instance instance shall shall Hine Hine Marketing, Marketing, referred the Editor Editor or or the the MG MG Car Car Club Club be be held held responsible responsible for for the the quality quality or or the suitability of of any any such such items. items. suitability

98 SAFETY FAST! AUGUST 2020

SafetyFast_Aug2020_49-98.indd 98

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