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MG TD TF 1500 - MKII Issues

A fellow member of the Cape Cod British Car Club recently picked up an interesting car that he's asked me help him with. The car was built as a MKII, TD/C 15185. The Car No. stamped into the frame extension says TDC15185. First time I've actually seen that designation stamped in. The car's ID Plate talks of EXL/NA XPAG TD2 15301. Shows that the TD3 designation wasn't being used that day.

The car has all of the MKII features that one would expect, save one -- the engine was replaced by an early, 7.25" clutch model, TD 3265. The original 1.5" carburetors were transferred to this engine. It's not difficult to get the engine to idle smoothly and it responds to 'lift-the-pin' adjustments. However, it boggles down under load.

I'm beginning to wonder if it may not be over-carbureted. The 1.5" vs. 1.25" carburetors represent about a 44% increase in carburetion, but it still has the small valves of an early head. Any thoughts on the idea?
Bud Krueger

From various sources it seems that all MKII's were stamped TD/C, but TD3 wasn't always used.
Assume the head from the earlier engine is the smaller valve head and should be enlarged? Your points make sense to me.
gordon lawson

Bud,

Disconnect the exhaust pipe from exhaust manifold, perhaps yopu have a restriction in the exhaust (mouse nest?) It worked for me.
Ron Boisvert

BTW Gordan, for your information, the car belongs to Les Frank and the body numbers are 14545/84756. Its green.
Bud Krueger

Hello Bud, also check with the air cleaner off if you haven't already ( make sure the support feet aren't crushed), check timing, make sure ignition advance is not frozen, that both carb throttles actually open, etc. (I spent 2 hours last weekend trying to get my old Merc 85 outboard to run after fuel pump rebuild, carb clean/replacing electronic ignition parts. I eventually noticed the lower carb butterfly not opening- correctly installing the linkage works a lot better-did same thing on TD years ago!) George
George Butz

Hey folks,

We have at least 2 Gordons out here.

Just a simple courtesy, but let's get the spelling right (please), and

Thank you.

Gordon Clark
Rockburn, Qué.
Gordon A. Clark

Whoops, mea culpa. Sorry about that, Gordon(s). George, I tried the tubes/rods fro, the SU tool kit to assure that the pistons were rising together. Among other oddities, the crankshaft pulley doesn't have a timing notch in it. Must do the mouse nest hunt.
Bud Krueger

Bud, I think I ran across a pulley that had a small hole drilled in the front rather than the notch. Otherwise you will have to pull a plug and find TDC. Could the timing be way off due to lack of notch? The rodent deal is probably more likely! Some years ago my dad had a English-build Ford tractor- with Lucas electrics. Just after the warranty expired, it would not crank. Rodents had totally chewed the wiring harness to pieces! George
George Butz

It would be really great if you would keep me informed as to what you determine as I am in the process this week end of putting a set of 1.5 carbs on my newly acquired Mk II. I think someone along the way switched the whole engine! It currently has 1.25 carbs.

What does the manifold for the 2.5 carbs look like on the II? I am going to have to amke an adapter for mine due to the position of the flange on the back of the 1.5 carbs which is at an angle. The flange on the 1.25 carbs is vertical.

Any comments appreciated!

Safety Fast - Norm-Indy
Norm Tucker

Yesterday I removed the MKII carburetors, complete with intake manifold from the engine. I then replaced them with the manifold/carburetor system from 'the53', i.e., standard 1.25" carburetors. The car was totally transformed. Now I have to determine whether the problem was due to the carburetion, or the carburetors. I'll keep you posted.
Bud Krueger

Hi Bud, glad you have it running well. What about the needles? I proved that a regular TD will barely run with MkII needles-oops. A guy in town had a MkII a few years ago with the big carbs. I unfortunately I had to point out that the engine was not close to the original #, nor did it have TD/C (or 3 or whatever) on the engine tag. I recall figuring out it was a regular small valve TD motor- which ran well with the big carbs. The owner passed away, and last I heard this car was in Wauchula, Fl.
George Butz

Next step is to try the MKII carburetors/manifold on my car. The head on Lazarus is an easy breather with large valves. If it still boggles I'll try new jets/needles.
Bud Krueger

Bud,

Here is what I came up with on IDing the MKII block and head.

The block will have casting # 168421 and no octagon under the generator. The head will be casting # 168422

The inlet valve has a 36mm stem and the exhaust has a 34mm stem
Ron Boisvert

To Ron, --- You said the valves had 36/34 mm stems, I think you meant the heads. The stems are the part that goes thru the valve guides and couldn't/wouldn't be over 1 inch in diameter.Regards,

Bob
bobj20

A different MkII issue. I was looking at the New Moss E-Vert yesterday and decided to click on MkII specs. Right away I noticed that they claim that the 1.5" carbies are H-6 and I have H-4s.

John
John Redman

I thought H4's were 1 1/2" and H6's were 1 3/4".
Tom

John,
That's got to be a typo!
The Mk II had the H4's only slightly different from the TF (Early Mk II's had round damper caps, later were Octagonal as were all the TF H4's).
Don H.
Don Harmer

Bob,

Just seeing if anyone was awake here. Ok, I screwed that one up a bit, it may have been a typo where I got the info but ..... I'm too tired to look it up right now.
Ron Boisvert

Here, again the luck of the draw in building these things, my H-4s have the round caps and my build date is August '52

John
John Redman

This thread was discussed between 12/08/2005 and 14/09/2005

MG TD TF 1500 index

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