Click here to add your MG News.
The latest version of this 1¼-litre car has many improvements without any increase in price. It sells for £982.
A more powerful engine, a higher back axle ratio and different styling and interior fittings are features of the new MG, TF.
The chassis and mechanical components are similar to the obsolete TD series, but the engine has been made more powerful by increasing the the compression ratio from 7¼ to 8 to 1 and fitting larger carburetter and valves.
Power has been increased from 54 b.h.p at 5,200 r.p.m. to 57½ at 5,400 r.p.m. Better breathing and increased compression ratio will give better economy and more rapid acceleration in the lower ranges.
The safe engine rev. limit has been raised from 5,700 to 6,000 r.p.m.
With good tuning the car should reach 6,000 r.p.m. in top gear, giving a road speed of a genuine 90 m.p.h. Top gear speed per 1,000 r.p.m. is now 15.25 m.p.h.
Despite the many improvements in the car, the price is still under £1,000.
The headlamps have been faired into the wings and the bonnet line lowered. The radiator shell is curved and retains the MG appearance.
The cockpit is now less spartan and more comfortable. Genuine twin bucket seats are fitted as a contrast to the twin cushion, single-piece squab arrangement before. The facia panel has a central instrument board flanked by two large glove boxes of useful size - even though the windscreen wiper knobs inside them will get in the way.
The instruments are grouped in three dials; r.p.m. on the right, speedometer on the left and oil pressure, ammeter and water temperature combined in the central dial. There is a clock insert in the speedometer.
Flashing light turn indicators are an addition.
A fly-off handbrake - the button on the end of the lever must be pressed before the brake will lock on the reverse of the normal arrangement - is retained, a welcome continuation of old practice.
Alterations to the line of the car at the rear have been made.
The windscreen wipers now work from the bottom instead of the top of the windscreen.
Overall the height is 1½" lower and 2" longer.
The 4-cylinder, push-rod o.h.v. engine has a swept volume of 1,250 c.c., with a bore of 66.5 mm and stroke of 90 mm. Compression ratio is 8 to 1, and twin 1½" bore S.U. carburetters are fed from a 12-gallon external fuel tank at the rear by an electric pump. The sump is alloy.
Transmission is through a single dry-plate clutch with a four-speed gearbox. Ratios are 4.875, 6.725, 10.09, and 17.06 to 1. Speeds in the gears are 15.25, 11, 7.37 and 4.36 m.p.h. per 1,000 r.p.m. Peak r.p.m. is 6,000. Top gear speed at 2,500 ft/min piston speed is 64.5 m.p.h.
Suspension is independent in front by coil springs and wishbones. Semi-clliptics are fitted at the back and there are double-acting hydraulic shock absorbers all round.
The Lockhead hydraulic brakes have 9" drums. Friction area is 99.5 sq. in.
Fifteen-inch wire wheels with 5.50 tyres are fitted to all models imported so far, but ex-factory the discs remain as standard with the wire wheels extra.
The steering is rack-and-pinion with a 31 ft. turning circle and 2½ turns of the wheel from lock-to-lock
Dry weight is 17½ cwt.
The chassis has boxed side frames, and the body remains wooden framed.
Another feature is the much-improved hood material, replacing the previous fabric which did not give good service.
Dimensions are: Wheelbase, 8' 6"; track 4' 3"; length; 14' 1", width.
Brian Drake, of Maintaining the Breed has agreed to answer members queries. Comprehensive notes are extracted from his TC Rebuild notes. These are summaries from many sources, including our T-Type magazine. Our other experts, such as Harry Pyle, have also submitted material to assist you.
QUESTION 8: My engine is vibrating any suggestions?
Modern mechanics do not understand the engine mountings fitted to TC's. These are a two part unit, the upper mountings supports the engine while the smaller rubbers which fit in from below stop any rebound or lifting during use.
Often TC owners complain of a hard vibration, particularly on idle and this is invariably due to the lower rubbers being screwed in too tight. These should be adjusted so that the retaining plate just makes contact with the support bracket; the locknut holds everything in place.
QUESTION 5: Please advise details of the rear wheel oil seal modification for my MGTC. (Note: Modification to the modification will appear in Spring T-Type with colour photos as supplied by Harry Pyle).
This is the original Bob Shapel article reproduced for members. The credit is all due to the inventive mind of Bob.
(Provided by Harry Pyle)
After reading Ron Smith's article on keeping diff.oil out of T.C rear brakes, I thought I should "toss in" another method which has been in use for about six years on my road T.C., T.C special and (more recently) Bill's T.C special. Unlike Ron's modification, or the fitting of sealed bearings (No. 6208VVCMAV2 - 505), my modification keeps oil out of the bearing area in the first place, so that it cannot be a nuisance at the bearing seal, the gasket or the hub spline.
To carry out the modification, remove the "castellated" bearing nut and silver solder 5/16" of 5/8" I.D. exhaust pipe tube to it. Replace the nut and tab washer and insert seal C6322 using silastic to ensure freedom from leaks.
Slide 1" of 1" I.D.x 1 3/32" O.D. seamless sleeve over the exposed splines on the axle and lock it in place against the hub with "loctite" or "Araldite". On reassembly the seal runs in this sleeve. (It is available as stainless steel brake cylinder sleeve from PBR Norwood.) Ensure that the sleeve does not bind on the old "old slinger" which can be driven deeper into the axle tube if necessary.
If you are lucky and there is a very little exposed spline poking out of the hub you may be able to do away with the 1" sleeve and run alternative seal C5021 direct onto the axle. If you have a lathe, the 1 5/8" I.D. pipe could be more scientifically made but that is not essential.