(^22) MGEAUGUST 2019 http://www.mgenthusiast.com
Please send letters to: [email protected] or by post to: MGE, Kelsey Media, Cudham Tithe Barn, Berrys Hill, Cudham, Kent, TN16 3AG, UK.
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I hope I am not too late to wish
Simon success for the future
following his departure from
MG Enthusiast magazine, which
I have enjoyed reading since
becoming an MG owner in 2013.
Well, my life with MGs is relatively
young by comparison to most of the
readers but I’ve enjoyed every minute
and continue to enjoy my 2010 TF
LE500 that I acquired from Brown and
Gammons. It was then unexpected.
My wife wanted to buy some wool and
the shop was just around the corner
from B&G so I took the opportunity
to look around the showroom. At the
time I was driving a Seat Leon – good
car – and had no intention of replacing
it but I was smitten by the TF in the
front window. I saw that I had to buy
it! I’ve had various cars in my life and,
You can never have enough
for a long time, I was a Skoda owner
during those years when VW were
in the process of taking it over. They
were fun and different and that is what
I like: not a Ford or Vauxhall man!
In 2016 I wanted a second car,
a saloon or hatch, and decided to
get a brand new MG3. Loved that
too but it had its limits and this
year I decided to part company and
sold it to my sister, who had just
passed on her rather expensive-
to-keep Mini Clubman, which had
less space inside than my TF!
Having got used to the idea of having
two cars (well, it’s a must) I wanted to
get another and thought an F would
complement the TF. So I have just
bought a rare Abingdon VVC model.
Who knows, I may just get a proper
classic when I retire shortly but, for
now, my wife has to put up with my
fascination for the MG marque.
All good wishes and thanks
for the interesting magazine.
Ian R Boughton, England
Ian, thanks for the message. We’ll
be sure Simon sees this. Remember,
you can never have enough! [JJ]
A moment not to be forgotten
My 1953 TD has a long history in my
family, having joined it in ‘57. At first
my sister’s car, then my father’s, it
didn’t become mine until ‘74, at which
point I subjected it to a few shows, a
restoration, repaired it, stripping it to
bare metal, primed and resprayed.
All the mechanical bits were gone
through, including a complete engine
rebuild, which it desperately needed.
I have no idea how many MG
experts it had seen but all had their
own idea on how best to separate my
father from his money. Things like
no two cylinders having the same
bore, no two crank bearings the
same OD, ditto the journals. After
waving sufficient funds and waiting
long enough, the engine was at
last back to factory original specs.
The rest I did, including, naturally,
replacing all the brake system’s
rubber bits and installing new shoes.
All pretty with her new paint, engine
purring like only an XPAG can, new
short-free wiring harness all hooked
up, insurance current, it was off for
her inspection. She passed with flying
colours so I picked up my girlfriend
and off for a back roads celebratory
jaunt. About five miles out of town,
we came to a T-intersection so it was
simple, hit the brakes then decide if
a left or right turn would be the more
fun way to go – only no brakes! The
pedal went straight to the firewall!
Fortunately I wasn’t travelling fast
so the hand-brake was able to earn
its keep as we halted just short of
the bar-ditch. I limped her home,
leaving it in second gear, and keeping
a death grip on what I prefer to call,
to this day, the emergency brake.
A quick check showed an almost
total loss of brake fluid. A check of the
wheels showed no leakage, so it was
recheck the rubber flex lines. Last flex
line checked was the one connecting
the rear axle to the rest of the system
(item 29 strap – brake and fuel lines).
It was fine but it was bingo time:
item 26, brake pipe rear right, had
been rubbing for a long time against
the side curtain tub. You could see a
paint-free oval on the tub and the flat
wear on the steel brake line – as item
29 strap – brake and fuel lines was
there as cosmetic affectation only. Line
replaced, item 29 strap, brake & fuel
lines snugged down as it should have
been, fool car stops using the brake
pedal. Will wonders never cease?
Joel Ketonen
were fun and different and that is what
Lubing lament
I just picked up my copy of MG
Enthusiast’s July ‘19 issue.
Re: servicing the F. The four
swinging arm grease nipples need
periodic attention. Rears are OK
to access but the front needs the
lower wishbone lifting slightly.
Lubricate the footwell pedal pivots
and especially the throttle cable
to stop it rusting through due to
historic bulkhead leak. Put lots of
your favourite rust proofing fluid all
over the subframes and especially
over the mounts. The F was better
protected than the TF underneath.
These are from 23 years of
ownership of the same car and,
sometimes, bitter experience!
Tom Springett
Thanks Tom for your additional
information. Even when publishing
our guide over two issues we knew
there would be more areas to cover
when it came to the F and TF. [JJ]
c. jardin
(C. Jardin)
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