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