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#tf is a carburetor
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• Ken Miles was born on November 1st of 1918 in Sutton Coldfield, England. During his early life he apprenticed at a British car manufacturer. During World War II, he worked in various duties that dealt with machinery and utilized his mechanical skills. He began motorcycle racing while in the service and this would continue after his tour. After World War II, he returned to the automobile industry and to automotive racing. He acquired a Frazer-Nash racer and installed a Ford V8-60 engine. It had mile success in local and club competition.
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• In 1952 Ken Miles came to the United States where he accepted a position as service manager for an MG distributor in California. Later, he would became involved with a wide range of teams and races and have a profound influence on early American road racing. His skills as a driver and fabricator quickly evolved and he became legendary on the West Coast with his competitive Specials.
• Miles first racer (that he constructed) was in 1953, while working for Gough Industries. He had been racing MG TD's for Gough, but they were often outclassed by the competition. Gough helped Miles with creating a racer, though he was unable to provide cash. What Gough did provide was use of any MG or Morris and any stock spare part.
• Miles began work on the MG R-1. The frame was created from mild steel tubing and attached to MG Series "Y" independent front suspension. The rear was comprised of a live axle. Alfin aluminum drum brakes with two-wheel cylinders were used to provide the stopping power while a Morris Minor rack-and-pinion kept the vehicle in the drivers control.
• Under the hood was an experimental racing engine that had a 1466cc displacement size. The engine would later be used by MG for their MG TF 1500. The engine had twin SU carburetors and a 10.5:1 initial compression ratio. The compression ratio was later increased to 11.6:1. The 83 horsepower engine was mated to a stock MG TD transmission which sent the power to the rear wheels.
• The car was clothed in a hand-formed aluminum body. The overall weight of the vehicle was less than 1,230 pounds. The car made its inaugural appearance in 1953 at a rainy Pebble Beach. The car had not been tested but this did not seem to matter, as it emerged victorious. Throughout the next year, the car would win all of the races it was entered, except for two. Its racing career came to an end in 1954 at Pebble Beach, when it suffered mechanical difficulties and failed to finish the race. The flywheel bolts fractures which allowed the flywheel to come loose. This resulted in the engine over-revving and it threw a rod. The R-1 Miles Special's racing career had come to an end.
• The second Miles Special racer was constructed in similar fashion to the first, but incorporated many key mechanical and design changes. Many MG components were still utilized, such as the gearbox and 1466cc MG XPEG engine. The space frame chassis was constructed from one-inch steel tubing which was lighter than its predecessor, but still retained the structural rigidity. To reduce frontal area, the driving position was lowered by nearly four inches. Other techniques were used to reduce the frontal area. The engine was tilted down in the front which did much to achieve this goal.
• The car was narrow and low, which meant changes were needed to fit all the engine components in the engine bay. The MG intake manifolds were installed upside down which allowed the carburetors to be angled and fit under the hood. The design of the vehicle was similar to the MG TF. This was done for brand recognition and to help promote the MG line of vehicles. There were differences; the R-2 had an envelope body with fenders that flared up, and over, the front and rear wheels. In the front was an MG style grille with headlights on either side. The car was finished in British racing green.
• The car was given the nickname, the Flying Shingle. Its inaugural race was in 1955 at Willow Springs. It failed to finish the race. Many of the other races in which it entered, it emerged victorious. Among its accomplishments were first place finishes at Pebble Beach and Torrey Pines. Miles was doing well in small-bore racing, but the competition was consistently keeping pace. Soon, a new machine was needed.
• Miles acceptable a position at Johnny Von Neumann's Porsche dealership. He raced during the 1956 season in a Porsche 550 Spyder and began work on a new racing Special. With von Neumann providing a generous budget, and Porsche providing ample stock components, Miles was able to construct a proper, large-budget racer. Power came from a Porsche Carrera four-cam engine that displaced 1500cc. The chassis was a Cooper Bobtail with a modified nose. The suspension was an independent setup with drums in the front and rear. The body shell was constructed of aluminum which aided greatly in the vehicles low weight of just under 950 pounds.
• Near the close of 1956, the newly created Special was brought to Pomona where it was piloted by Miles to a second place finish. At Paramount Ranch, the car was driven to a class win in the 1500cc class, and beat-out the big-bore modified class as well. The car was raced in 1956 and for part of 1957 before the von Neumann dealership was given the break they had been desperately searching for - a Porsche 550A. The car was supplied from the factory with orders to sell the R-3 Pooper Special. The R-1, R-2, and R-3 are still in existence in modern times. They are used in vintage competition and are shown at events.
• Ken Miles life came to a tragic end on August 17th, 1966 while driving a Ford J-car prototype. The car was traveling at 175 mph on a back-strech. Ken began preparing for a corner, slowing the vehicle down, but it went out of control and over an embankment. Ken was thrown from the car as it spun and went end-over-end. This tragedy brought an end to a brilliant career that began during the very early 1950s.
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kopoqogoha · 2 years
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Perfusor compact bedienungsanleitung sony
  PERFUSOR COMPACT BEDIENUNGSANLEITUNG SONY >> DOWNLOAD LINK vk.cc/c7jKeU
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1954 MG TF - 1,250cc XPAG inline-four is equipped with twin SU carburetors - four-speed manual transmission.
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fulltimereviewer · 4 years
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Top 50 Best Transformers Fanfiction Stories 2020
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Best Transformers Fanfiction Updates That You Must Read
Since Childhood, I am watching transformers and looking forward to becoming a transformer one day, Grew up by Reading Transformers Fanfiction Stories and was always amazed by the fictions that used to pop out from such inspiring Fanfiction Lovers. Also liking the Transformer Fanfiction Crossover a lot.
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If I Start Giving my Opinions about Transformers Fanfiction Lemon and Transformers Crossover fanfiction, I don't think so that I won't end the topic of Transformers Fanfiction Stories even in 24 hours. Lukas Schimik Agreed ! Don't know why everybody hates it, I think it's still my number 1 TF movie! Optimus new look, Lockdown & Galvatron, KsI (bots), Dinobots, cast ( HATED this Sam & Mikeala ) and the TF/human conflict. Still love it. Miguel GC Gamer Age of Extinction is the only film that entertains that I don't skip any parts of the movie and I like all the characters in this film and the transformers designs are great, dino bots are Awsome. Vincent H well....bad taste is also bad taste at the end of the day. I know you younger kids think that everyone is supposed to have an opinion and everything is subjective blah blah blah but if you're a cinephile than the Transformers are objectively bad films. They are cynical cash grabs made to make money in China. Bay and the producers have said as much. I mean you can like whatever you want. If you wanna listen to Teletubbies soundtrack all day that's your right....but that does mean you have shitty taste. It's okay. Not everyone has good taste. urtpro 2 I'm not hating I'm genuinely curious. I certainly like it more than Last Knight but barely lol. I'm curious the reasons why AOE fans consider it one of the better Transformers movies. I will say it was nice to switch up the protagonist and all that since Sam Witwicky had worn out his welcome by the third film. And the actress who played Wahlberg's daughter was smoking hot, so that was a plus too. Oliver Parker I thought the premise of the world hating and hunting the Transformers(regardless of Faction), cuz of what happened in Chicago(in DOTM), was kool, MW was a refreshing Main Hero over Shia tbh, and Lockdown was Badass! Honestly kinda just laughed off the whole Romeo and Juliette law thing as being just a bad movie joke! I’m mean honestly I know there’s no such law, and as such it didn’t really bother me! Just rather thought it was somewhat silly! Yann Labeille Well Lockdown was a pretty good villain for once in the movies. However Galvatron went nowhere after this. Anthony That isn't true. I saw Bumblebee yesterday and I find it Like watching E.T., the movie is just on Charlie, not really much on Bee. The only g1 part is the first 5 minutes of the movie. Too much 80s references. Sometimes is even boring for me. It Was a cute movie but absolutely not my favourite. I still prefere the first one. Aron T-900 I'd rather get vibes from ET and Iron Giant instead of witnessing stupid humor, unnecessary hot shots, dogs humping each other, unrealistic explosions, parents acting like they belong in a cartoon, patriotism and confusing slo-mo action sequences. Cam Rich I preferred the first and third ones as they have so much more action in them making the films actually entertaining, when most of bumblebee is almost like a compilation of ‘cute’ little clips of bumblebee and that annoying girl taking up almost the entirety of the movie. Max Ramirez Personally prefer the 2007 movie because it's just overall more entertaining to me. Also, you can pretty much tell Bumblebee was a movie that was directed towards kids so 2007 wins for me So Sit back and enjoy reading my favorite transformers fanfiction lemon and Transformers fanfiction Crossovers Collection. That I have collected for you guys. I Hope You Guys liked our collection of the best transformers fanfiction stories and updates that we have presented above for all fanfiction lovers out here. Transformers Fanfiction Crossover Stories 2020(Updated) Transformers is America based  Franchise that was first seen in the 1980s globally. So the first five transformers Films was directed by Michael Bay. I really believe that this was the boost up for the Transformers Fanfiction Crossover stories that I really liked about among the whole and sole of the transformers fanfiction stories including the lemon version of the franchise. Minaya Rojas Tony: We have a Hulk! Optimus: We have a Grimlock! Porg King VII Bee is here what would Optimus want with that what would he take her hostage IT SOUNDS LIKE HE HAS BEEN BRAIN WASHED BY DESEPTAGONS Siidimus Prime! Except they transform their aliens they have Real blasters Different Voices blood Etc. arfhanisbest The interesting thing is that transformers would actually make for good marvel villains. dave tasca The original transformers comics were made by marvel and marvel had to do with the original transformers tv show so they really should try to get the rights back jovinprime Poop soc This would've been more awesome if gi joe, rom the spaceknight, M.A.S.K., micronauts and the other properties interfere with the whole marvel universe and the transformers both. That would be, not only a big, giant, massive crossover event, but a... gigantic, space-involving, multiversal collusion as well Darkknight329 yes megatron hack the armor with Soundwave and turn it off then they all just step on them but they will throw hulk to cybertron and leave him to the toxic oxygen Dr. Nobody Celz On they are robots what is a snap gonna do I know buckys arm was turned to dust but still they have weapons that can make thanos cheese agnas yes because they’re alive. They go to the allspark when they die, they are alive just like us, just made of metal. Bee is here Tony: We have thanos Optimus: We have your mom Tony:0_0 ok you win now give me my mom Hoping that you guys liked our collection of the topmost fanfics about the transformers fanfiction crossover flavors that we have published above this. 
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Transformers Fanfiction Lemon Version 2020 Funny Part of the Franchise is that the transformer's movies, on one hand, was loved by the fans and on the other hand there were critics about the direction "Worst Director of all Time". Still, there are some dirty minded people who are always in search of the Transformers Fanfiction Lemon and some people also call it Transformers lemon Fanfiction. Night light I really want to be apart of one of micheal bays movie of transformers Flo Parsons see this is why I love transformers, because the actors ACTUALLY seem like they are having fun, and they are such fun films to watch obert Delgad Even though the movie sequels are not that great, but you have to give Michael Bay a lot of Credit for what he does. fake lol Bay is a genius I mean, I wouldn't be able to figure out the scale of you know the explosions Like the layout nig*a LOL, lol or as you typed if, Lol: an acronym for laugh(ing) out loud or lots of laughs, some say it is Lots of love, is a popular element of Internet slang. It was first used almost exclusively on Usenet, but has since become widespread in other forms of computer-mediated communication and even face-to-face communication. Alex Bruh Bumblebee knows how to pick up ladies more than Sam 😂 lala I remember being a kid and having the biggest crush for Megan. Good lord she was so hot Michael ceasar Back than I thought Sam was looking at her belly and so was I saying "Hot belly I guess." hotman 280 Michael Bay while directing: Yeah Megan arch your back, perfect perfect. Get a good shot of her sweat glistening tanned bronze body. Yeah just like that. chief ada Yeah right. That engine is a big block. Fuel injected side draft 8 barrel carburetors. Hell even the headers are up and over side mount. And the damn engine is worth more then the car. As he only paid $4500.00 That damn engine alone cost $20,000.00! Leave the critics aside all I want to know is: How did you people find our transformers fanfiction lemon version? comment down below if you guys liked this collection on some of the best lemon flavors of transformers fanfiction stories. Transformers fanfiction Bumblebee Stories Updated The best part of the Transformers franchise is that bumblebee is the only character that got most of the positive reviews. This can be a reason that people Love Transformers Fanfiction Bumblebee Version a lot. No worries because we have provided some of the best Bumblebee fanfiction stories that you will enjoy reading. Master Yoda "Wasp", "Stinger" or "Hornet" would be appropriate Decepticon sounding names as "Bumble Bee" sounds too friendly. ron 1j2j barricade is a ford mustang and bee is a Chevrolet camero trust me they will not be friends pro gmer yes i do lol they killed ironhide and ratchet and jazz and sideswipe is already missing dnt know if hes alive but hes my favorite hari bhaskar I'm Bumblebee was a Decepticon he'd be dead like the other Decepticons, because boi they sure kill Decepticons like it's nothing. mighty raju Blackout had skills. Shockwave had skills. The Fallen had skills. Yet they all died like they're nothing. Why? Cause they're Decepticons lol. It's simple rlly, they kill off Decepticons like they're nothing that's just how it is lol. habob What about “what if sentinel prime didn’t betray the autobots” I think age of extinction and beyond wouldn’t have happened since sentinel basically destroyed N.E.S.T. And also Rachet and Ironhide wouldn’t have died so the Autobots would have had a great advantage, and then Sam would still be with the autobots since he disappears after DOTMBasically, I’m saying that the Transformers franchise would have dramatically changed if Sentinel didn’t betray the Autobots. ShyGuy 15 In the movies, technically Megatron is an anti-hero. The first movie makes an acception bc he was using the allspark for pure evil, also in Aoe no reason told us what he was trying to accomplish other than detonating the seed. So 2, 3, and 5, he has reasons to his doing Rotf: using the pyramid to kill the sun and repopulate cybertron. Dotm: rebuild cybertron. TLK: kill unicron using cybertron. This is all in my own mind, not sure if anyone else agrees with me Simon Tyson I forget what it was called, but there was a comic book series where Megatron was an Autobot. It basically swapped all the characters so that Optimus, Bumblebee, Iron Hide, etc. were bad guys. Megatron, Starscream, etc. were good guys Dank Starscream If Bayformer Megatron's history is similar to the IDW comics Megatron's history...then that would mean the Autobot government was not all that good, and would be directly responsible for why Megatron turned out the way he did. Because he was a slave to their functionalist system of control, and he would have remained a slave worker miner if he didn't rise up from the lifestyle forced on him and formed the Decepticon faction... Though it seems to me that if this were the case, Bayformers Megatron would still have become a gladiator before forming the Decepticons...and then eventually he found his way into more of the politics of Cybertron after one day meeting with Optimus Prime (Orion Pax at the time) and then they became brothers/friends. In that sense...it would be similar to how the history of the two were from the show TF Prime. They could still keep the part with the whole Optimus being a knight too, somehow... So in short...Megatron really did not start out as a bad guy at all, it was the way in which he reacted to everything that made him turn out a 'bad guy'. She-Venom What if Megatron is a good guy in the movies? Simple answer is right here becuse Optimus accepted become a Prime if he didnt accept Optimus and Megatron wouldnt fight each other and best brothers it was Optimus fault he started the war i think Megatron is a good guy Hoping that you guys liked our collection of the topmost fanfics about the transformers fanfiction crossover flavors that we have published above this. People Love Bumblebee! i love him/her because bumblebee is cool, let me know why do you love Bumblebee and more importantly why do you guys love Transformers fanfiction on Bumblebee. Transformers Fanfiction OC Version  Earning a total amount of $4.3 Billion, transformers became the 13th highest-grossing film series in the world. The Transformers Fanfiction Fans Should be happy to know that the Transformers franchise grossed a total of $1 Billion each from two superhit blockbuster movies. Comment Down the names of those movies if you know them. Jack R I think the first one was more epic just cause the fight scenes were cool and it was the first time we saw something like that. But the writing and characters were absolutely horrific. Bumblebee had much better writing and characters especially the character relationship between Bumblebee and the girl which is much better than the relationship between Sam and bumblebee. Dotm Shockwave Yeah I dont know how he put tlk over revenge and extinction. The last knight is incredibly boring and the only remaining aspect left to enjoy (the action) is incredibly dull in it compared to all the other films. There are no good fight scenes. Which is likely why it bombed so hard Ur mom Gai Ok imo the last knight is my fave AND I ONLY like TF5 is cuz bumblebee new form looks good as hell and Optimus prime vs bumblebee AND there is explosions. EVERYWHERE Boss  I definitely didn't think it was my favorite. It depends on what you are looking for in a movie. If you like character relationships and a girl and her problems trying to find her way, then you'll like it. If you like transformers actions and interactions, you may not like it as much. Even though the Bay movie didn't focus enough on the transformers, this one did even less The Burden of Bordem I'm a decepticon fan and none of the main decepticons were even given a name in the movie. They were just there to be bad. The Burden of Bordem For me I think this film would have worked much better if they just had Starscream as the main villain, and maybe Barricade hunting bumblebee and give them a more personal relation ship as enemies. But like I said, it end up being a movie about a girl and her relation ship with Bumblebee and enemies getting in their way. bandwon he main character is more fleshed out than the others, Bumblebee I guess is as well, but he can't talk so it isn't by much, the story is standard E.T./Iron Giant, the acting is fine, the directing is probably better than the others, the action is good when it happens, but there is far less than the others, and non of the action reached the peak of the Bay movies. and if it wasn't for the fact there were transformers in it I probably wouldn't have really liked it, but it's enough to get you invested and entertained imo. luke jack You really think anyone's gonna take you serious after you typed "Bumble" Haha the 2007 film and DotM were pretty decent films and satisfying in the end. lisa Speaking as a male, it always annoys me, as a child, that certain plot-line of every terribly written sci-fi (mainly Transformers): "main character is a dick=likable guy" "he has 'relatable' problems, that are only explored in the first 15 minutes of the film" "He start having an abusive/creepy relationship (because that's how well written romance works, right...), with the love interest (they barely explore her name)." "1+ hour action scenes" "world is gonna explode (not really)" "Main Character and Love Interest hook up". People always call me "a pussy", because i want equal rights, and then they go make a video about "how everything is now pandering to women, and everything is Woke"... By your perfect logic... most movies are "pandering to males, and straight people only" imo  not like super duper mad, but kinda upset. It was actually kinda funny. But dude, I love what you said about Man of Steel in your DC ranking video. I love that you love Man of Steel. Not many do, and it's seriously awesome! IMO I hope You Guys Like our Collection of the best Transformers fanfiction stories along with transformers fanfiction lemon and transformers fanfiction crossover collection. We know that people will like the Transformers Crossover fanfiction and transformers fanfiction bumblebee version stories.  If you like These Transformers Fanfiction Stories make sure you share this on various social media, and you can also give credits to our website. Thank You  Also, read  Star Wars fanfiction Updates 2020 Read the full article
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1954 MG TF - 1,250cc XPAG inline-fourb - twin SU carburetors - four-speed manual transmission
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bajapart-blog · 6 years
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Partol 2 Barrel Weber 40 IDF Carb Carburetor for Bug Volkswagen Beetle VW Fiat Porsche - Manual Choke
Partol 2 Barrel Weber 40 IDF Carb Carburetor for Bug Volkswagen Beetle VW Fiat Porsche – Manual Choke
Partol 2 Barrel Weber 40 IDF Carb Carburetor for Bug Volkswagen Beetle VW Fiat Porsche – Manual Choke
Please vertify that this part fits your vehicle before you purchase. Fits for Bug/Volkswagen/Beetle/VW/Fiat/Porsche
Please clean up the oil channels and air filters as well as use the clean fuel before installing the carburetors【Type】40IDF, TF-072 manual choke
Add More Horse Power While…
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Tree said "Sabrina I do not want to talk about what is happening there. They aren't staying home so don't need no home"
I also hear there is kidnapping.
Tornados are traditionally caused by aliens UFO.
Naturally caused by different air densities thinning out and blending in windy conditions.
This happens to be natural.
No electricity tho tf?!! So made sure you got car chargers for your phones, make sure to start your car every 20 minutes for older cars and let it run for 5 minutes to keep your car batteries fine.
Not necessary to drive but you should do a nice neighborhood patrol for Crime Watch. And it is better for some cars but it won't hurt any unless yours is an old old car with clogged fuel filter/carburetor.
In some cars, phones charge faster when the car is running. But don't be leaving your car running in the streets unattended!!! Y'all got enough problems!!
So what is going on is less pollution is allowing unfiltered sea air from the Gulf of Mexico filter into less dense land air.
The problem is a strong east or west breeze catching it at the filter zone and causing the mix not a filter.
So wind creating energy in these low lying area, Those wind turbines need to be turned off and locked. That is the primary ingredient in these massive tornados.
Tree will notify the companies and then switch them off. Please keep them off. If tornadoes continue we may need to shut More down.
Thank you and I'm sorry!
We have plenty of Solar overflow in areas like New Mexico so y'all will not run out of electricity being made. Even if it snows. The panels are free standing and they turn to shake off snow and other stuff in it blocking light transmission. Even birds.
They also turn and follow the sun for all day sun absorption. We have "gardens" of them since we have so much otherwise unused land.
So instead of building a new storage facility (which I am against) then we can send it on down the road, for free to the power company who will help maintenance and security for the electric movement across 4 states.
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thecardaddy · 4 years
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1955 Mg Tf - $47,495.00
This is a 1955 MGTF 57.5 bhp. It has a 1250 cc inline overhead valve four cylinder engine, dual carburetors, 4 speed manual transmission, independent front suspension with coil springs, rigid rear axle with semi-elliptic leaf springs, four wheel hydraulic drum brakes, and a wheelbase: 94'. The MGTF, has repositioned headlamps, new bonnet design, sloping hood line and raked radiator. The new TF, sold nearly 10,000 units during its two year production run. The new TF was nearly five seconds quicker in the zero to 60 mile per hour dash than the previous model. The American press welcomed the MGTF. In its December 1955 edition, road and track stated. Today, The MGTF has proven to be the most desirable of these T-Series cars on the market, and it is considered by many enthusiasts to be the most attractive MGs ever made. The 1955 MG TF Roadster presented here is an older restoration Toneau cover, leather covered steering wheel really compliment the flowing lines of this handsome automobile. Please Note The Following **Vehicle Location is at our clients home and Not In Cadillac, Michigan. **We do have a showroom with about 25 cars that is by appointment only **Please Call First and talk to one of our reps at 231-468-2809 EXT 1 ** FREE Consignment Visit Our Site Today Easy To List Your Vehicle and Get it Sold in Record Time. from Cardaddy.com https://www.cardaddy.com/vehicles/vehicle/1955-mg-tf-cadillac-michigan-19522914
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somar78 · 4 years
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A Brief History of the MGA – Everything You Need To Know
The MGA – An Introduction + Background
The MGA was born out of two strands of activity; one was the American’s discovery of British sports cars in the years after the Second World War with the car responsible for that being the MG TC of 1945-1950.
The second was MG’s quest to be recognized as a serious sports car maker which meant that the company needed to be involved in motorsport and such things as setting speed and endurance records.
In the post World War II years the British Government faced a dire economic situation resulting from not just one world war, but two world wars with an economic depression sandwiched in between them.
The upshot of this for the British automotive industry was that they needed to create products for export so the nation could recover financially, and not only that but the steel required for production was rationed by the government with preference given to export products, so to manufacture anything an industry needed to be willing to “export or perish”.
The economic pressures led Morris along with the M.G. Car Company to join together with the Austin Motor Company in 1952 to form British Motor Corporation. This merger led to product rationalization with many Austin and Morris car models being largely identical save for the badges on them. This was referred to as “Badge engineering” and it served to keep the Austin, Morris, Wolseley, Riley, and MG brand names alive.
There was however a real risk that the MG as a sports car would be made to disappear. The MG Magnette sedan was updated in 1953 to be a remodeled Wolseley, and the successors to the MG TC, the MG TD, and MG TF were becoming as old fashioned as the British Morgan and in dire need of post-war modernization – but there was scant money or motivation available to create a new car.
The major obstacle to the development of a new MG occurred because of the 1952 merger between Austin and Morris/MG. Leonard Lord of Austin had attempted to create a car specifically aimed at the American market.
But instead of being a sports car oozing character and excitement the car that Austin’s boffins created was the Austin A90 Atlantic: a car so awkward looking that only its creator could love it, a car that didn’t so much accelerate as “gain momentum”.
The Austin Atlantic had been an unmitigated disaster and by 1952 Austin’s Leonard Lord was rather desperate to find a real sports car with which to wow the Americans and save his company.
The Austin A90 Atlantic – A sales failure and a car with a divisive design.
It was as he wandered from stand to stand at the 1952 London Earls Court Motor Show that Leonard Lord had seen the car that could save his company. The car was at the stand of the Donald Healey Motor Company, it was made using predominantly Austin parts, and it was drop dead gorgeous.
It was so gorgeous that French actor and singer Sacha Distel would later buy one and use it to chauffeur actress Brigitte Bardot around.
Leonard Lord (left) and Donald Healey (right) at the 1952 London Earls Court Motor Show in a Healey 100.
Leonard Lord and Donald Healey came to a mutually beneficial agreement over dinner that night and the Austin-Healey was born. That was good news for Leonard Lord and Austin, and good news for Donald Healey, but very bad news for MG and any hopes they had for producing a new MG sports car for the post-war era.
A new, modern looking MG sports car would be a direct competitor to the Austin-Healey and so senior management would be unlikely to support it.
The Development of the MGA
Despite its old fashioned looks the MG TD of 1950 was a fairly advanced sports car. It had an independent front suspension with coil springs, rack and pinion steering, and its engine was an MG XPAG 1,250cc OHV producing 57 bhp at 5,500 rpm.
This was the basis on which MG’s Chief Designer Syd Enever built a streamlined body for the 1951 24 Hours Le Mans motor race. This car was given project designation “EX176” and is typically referred to by its registration number UMG 400.
The Le Mans car proved to be so inspiring that two new chassis were created for a prototype future production car to replace the rather “old school” MG TF, and one of those was developed into a full road registered test car.
These two were designated “EX175” and the road registered test car was HMO 6. The new chassis was necessitated by limitations of the original MG TF chassis which placed the driver’s seating position up quite high, something that was not a problem in the MG TF but something that was a problem in a streamlined Le Mans car for which getting the driver’s seat lower was needed both to improve the car’s aerodynamics and lower the center of gravity.
The new chassis had its side members placed further apart so the driver’s seat could sit between them, and thus sit much lower. This meant that the cockpit floor was attached to the bottom of the chassis members instead of on top of them as in the MG TF.
The new prototype was just as “drop dead gorgeous” as the Austin-Healey 100/4 but with the 1952 merger with Austin and their desire to push ahead with that car the going got rough for the prospects of a new MG sports car.
What tipped the scales was a precipitate nosedive in sales of the MG TF by 1953 that brought about a “something must be done because we’re losing lots of money” motivation factor that management were forced to act on. The new car was to be called the MGA, because it was to be the first of a new modern post-war breed of MG.
The new car did have features that originated from the Austin merger however. The MG T series XPAG engine was done away with and instead the MGA was fitted with an Austin B series inline four cylinder of 1,489cc capacity breathing through twin SU H4 carburetors producing 68hp.
This was improved on to give the engine 72hp fairly soon after production commenced. This engine was the same as the one used in the badge engineered Wolseley derived MG Magnette saloon/sedan with which the MGA shared many common parts.
The front suspension was independent with wishbones and coil springs at the front and a traditional semi-elliptic leaf springs with live axle at the rear. The steering was by rack and pinion, much preferred by sports car enthusiasts, just as had been used on the MG T series cars: brakes were Lockheed drums front and rear.
So the end result was an aerodynamic car with head turning modern looks and subtle engineering improvements that was just as much fun to drive as its predecessors: it looked completely new, but it drove like an improved “real MG”.
The new MGA 1500 tried hard to make “the ton” (i.e. 100mph) and almost made it with top speed on test being 97.8mph. Standing to 60mph time was 16 seconds and fuel consumption a modest 26.7 miles to the Imperial gallon (22mpg – US gallons).
The car made its debut in 1955 and was priced at £844 with taxes included. The first production cars were made as roadsters with the option of a detachable hard top. However BMC quickly also introduced a fixed head coupe complete with wind-up windows and good weatherproofing.
The coupe model was sold as an alternative style of car for the entire production run of the MGA and there were coupes produced of all models including the Twin Cam.
To make the MGA’s debut an event that would cause the sports car enthusiasts to take notice four cars were to be built, three to compete and one spare car prepared as entries in the 1955 24 Hours Le Mans. This group of cars were given the company designation EX182 and three competed in the race with one crashing and the other two finishing in 12th and 17th places.
That success was however clouded by the accident at the 1955 Le Mans which led to horrendous casualties when a car crashed at the end of the high speed Mulsanne Straight sending parts of the car including its engine and transmission hurtling through a spectator grandstand.
Prior to this in August and September of 1954 a specially prepared streamlined record breaking car, EX179 was created and taken to the Bonneville Salt Flats in the United States for a crack at a number of speed records. This car took no less than seven international records and 24 American National Class F records including a 12 hour and others between 250km and 200km.
The speed records and the creditable performance at the 1955 Le Mans served the purpose to launch the car with an appropriate level of “streed cred”.
The MGA Twin Cam
With the MGA established as a production car there was, of course, motivation among the enthusiasts of the design and engineering heart of MG who wanted to turn it into an even more impressive performance car.
This was in part due to a desire by the North American dealers for a more powerful car, a desire that might have been best provided for by fitting a nice alloy V8 into it, something that would have to wait until late in MGB production. But the history, although veiled in mystery, tends to indicate that development work on a twin cam high performance MG engine predates the 1955 debut of the MGA.
The twin cam MG engine was the result of a vision held by Director and General Manager John Thornley, Design Engineer Syd Enever and Alex Hounslow. The story of that engine begins in the design office of Morris, Cowley, and was the work of Gerald Palmer who was the design engineer in charge of MG and Riley development.
It was Palmer who designed a new twin OHC top end for the Morris “B” engine, something that could pretty much be bolted straight on. Palmer obtained the go-ahead from his director Vic Oak and the design was sent to Morris Engines Branch for creation of a prototype.
So it was by June of 1955 the project had been designated EX187 and plans were proceeding for that Morris “B” engine twin cam to be the star of a new high performance MGA model. The first entry in that project journal was for the “Dunlop Centre Lock Type Disc Wheel” that would be used on this new model.
The MGA Twin Cam was created as a special performance model and it had been originally envisaged that it would be primarily sold to more knowledgeable enthusiast drivers who would know how to look after such a temperamental engine.
That lofty idea was quickly pushed aside however as the demand for this rather exotic high performance MGA was quite strong and so these cars finished up being purchased by drivers of all levels of knowledge, or lack thereof.
The MGA Twin Cam was fitted with the Dunlop Centre Lock Disc Wheels and had Girling disc brakes at the front and rear giving it much improved high speed braking. Other than that, some chassis modifications, and being fitted with the somewhat experimental Twin Cam engine the car was like the other production MGA’s. The Twin Cam engine had a compression ratio of 9.9:1 and breathed through twin SU B6 carburetors producing 108hp.
Once the MGA Twin Cam was in production in 1958 the gremlins reared their ugly little heads with the main problem being the engine’s propensity for getting holes in pistons, a holey piston being a cause for much wailing and gnashing of the teeth by both owner and dealer alike.
The reason for this was not discovered and would seem to be a mystery through to the present day. The Twin Cam’s pistons were quite highly domed and it was thought the problem was caused by detonation occurring, perhaps if the mixture became too lean under certain circumstances.
Various things were studied and tried but even a car which had the original SU carburetors removed and replaced with Webers produced the same holey piston problems. The problem was ameliorated by reducing the compression ratio from 9.9:1 to 8.3:1 but was not satisfactorily solved. The lower compression ratio engine produced 100hp.
The performance of the high compression MGA Twin Cam was brisk: the car had a top speed of 113mph, could do a standing to 60mph in 9.1 seconds, and consumed fuel at a rate of 27 miles to the Imperial gallon (i.e. 23mpg US). The later lower compression ratio cars were of course a tad slower.
The Twin Cam was taken out of production in 1960 after only 2,111 cars had been produced. The price was £1,283 including taxes.
MGA 1600 and 1600 De-Luxe
The MGA 1600 first appeared in 1959 and was fitted with a 1,588cc producing 79.5 bhp. The car was also fitted with front Girling disc brakes, like its Twin Cam sibling, but retained drum brakes at the rear. This was a common layout during the 1960’s and 1970’s and may have been done for cost saving, but also may have been done given that drum brakes tended to provide better handbrake grip.
Externally the MGA 1600 looked much like its MGA 1500 predecessor with differences being in the badges and in parking and turn indicators depending on the market the model was sold in.
With the premature demise of the MGA Twin Cam there were Dunlop Centre Lock steel wheels and Twin Cam parts and chassis left over which were not to be allowed to go to waste. So these left over chassis complete with four wheel disc brakes and the Twin Cam center lock wheels were fitted with the 1,588cc engine and sold as the MGA 1600 De-Luxe. These are a fairly unusual model with only seventy roadsters and a dozen coupes being built.
The top speed of the MGA 1600 roadster on test was 96.1mph with a standing to 60mph time of 13.3 seconds and fuel consumption of 29.7 miles to the Imperial gallon (24.7mpg US). The MGA 1600 base model sold for £940 including taxes.
MGA Mark II and Mark II De-Luxe
The MGA Mark II was introduced in 1961 and was the last of the line being superseded in 1963 by the MGB. The MGA Mark II was fitted with a 1,622cc bored out version of the 1,588cc engine. This engine had other improvements including larger valves and re-designed combustion chambers.
As a result of these upgrades the engine power was raised to 90bhp and in-line with the road car’s primary use for high speed country touring the rear axle ratio was changed to 4.1 to reduce engine revs at speed and improve fuel consumption.
The main visual change for the Mark II was the inset front grille and the use of tail lamps from the trendy Morris Mini.
Top speed of the Mark II was 105mph with a standing to 60mph time of 12.8 seconds. These figures mean that the Mark II could achieve about the same level of performance as the low compression Twin Cam.
The MGA in Motorsport and the Speed Record Cars
The MGA came to be used quite extensively in motorsport despite the fact that BMC ceased participation in racing after the 1955 Le Mans crash. Preparation work had already been ongoing with a view to entering the 1956 Le Mans with a more streamlined MGA fitted with a Twin Cam engine and this car was given the project designation EX186.
With the ending of works participation in motor racing one of the EX182 1955 Le Mans cars was taken for an outing at the TT at Dunrod in Northern Ireland. After that BMC concentrated on rallying which would see the MGA being used prior to the Mini taking over as the mainstay rally car.
In addition to the record setting work done in 1954 prior to the MGA’s public release EX179 was prepared for another crack at some speed records, the attempts being scheduled for August 1956.
The car was fitted with a then experimental 1,489cc Twin Cam engine, not supercharged, and it managed a 12 hours run at an average of 141.71mph, with a maximum average speed of 170mph for 10 miles.
The speed record setting did not end there however and a new mid-engine car EX171 was created powered by a 1,489cc Twin Cam engine fitted with a Shorrock supercharger.
The new chassis and aerodynamic body meant that the only part this car shared with the MGA was the Twin Cam engine but it was taken to Bonneville and despite difficult weather conditions was driven by Stirling Moss to achieve a 245.64mph Flying Kilometer and a 245.11mph Flying Mile.
Stirling Moss with the EX171 at the Bonneville Salt Flats
youtube
The MGA has been privately been campaigned in racing and rallying and has proved itself to be a great track car. In Sports Car Club of America competition the MGA has won a number of championships most notably the car driven by Kent Prather attained a string of G Class wins over the years. The MGA began being used at Sebring from at least 1957 onwards.
Conclusion
The MGA stands out in the history of British sports cars as one of the iconic models of the post-war era along with the Austin-Healey and the Triumph TR series. It was derived from a design for a racing car and despite the business merger and the pressure not to create it the car was too good not to build. With its great performance, classic looks, and ease of maintenance this is a car that is very popular in classic racing circles.
For those looking for an iconic British sports car of the 1950’s and 1960’s an MGA would be a great choice.
Photo Credits: MG, BMC, RM Sotheby’s.
The post A Brief History of the MGA – Everything You Need To Know appeared first on Silodrome.
source https://silodrome.com/mga-history/
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robertpasscars · 4 years
Text
Robert Pass - Collector Cars for Sale - 1955 MG-TF 1500 ROADSTER The MG-TF 1500 was the last of the iconic MG Roadster body designs. Only 3400 were produced in England with the 1466 c.c. engine with dual SU carburetors. $33,500. https://t.co/aXdkzgyBVl https://t.co/IYBrtRpr8d
1955 MG-TF 1500 ROADSTER The MG-TF 1500 was the last of the iconic MG Roadster body designs. Only 3400 were produced in England with the 1466 c.c. engine with dual SU carburetors. $33,500.https://t.co/aXdkzgyBVl pic.twitter.com/IYBrtRpr8d
— Robert Pass (@robertpass_cars) November 27, 2019
from Robert Pass. Classic Cars and Collector Cars for sale in St Louis.
0 notes
eddiejpoplar · 5 years
Text
Mechanic in Training: My Son Caught the Car Bug After All
Some of you may remember my sweet firstborn son, Ike, from the time when he was nine and got his seven-year-old sister, Ellie, banned for life from the online game “Club Penguin.” That was because he directed her penguin to approach another child’s and, instead of having it extend the expected friendly greeting, had it tell the stranger’s penguin to go [commit an anatomically impossible act with] itself. Those were the days.
Later on, it emerged Ike did not share his dad’s enthusiasm for automobiles. “That’d be fine for me,” he would say, pointing to a banged-up 11-year-old Mitsubishi Mirage we’d driven past. It led me to wonder whether he was playing his parents in some kind of indecipherable, long-range grift, or if he truly didn’t care about cars. That he didn’t get his driver’s license for more than six months after passing the 16th birthday that legally entitled him to one suggested the latter. And I was OK with this, really. The automobile as we know it is soon to be a relic of a time not all will remember fondly; maybe this indifference was a jarring example of a species preparing itself for transport by autonomous pod.
Eventually, though, Ike started driving, and within a few months, his enthusiasm for cars wasn’t just kindled; it was a five-alarm blaze. Suddenly, he was memorizing historical details I never knew, with first-rate automotive identification skills and strong yet reasonable opinions. Seemingly overnight, he’d learned to bore on like a veteran car journalist assessing every iteration of BMW’s 5 Series just as easily as he might expound on Land Rover Stage 1 V8s (1979-85) or MG Magnettes he’d known and loved.
In his spare time, Ike would recommission a cheap Alfa Romeo GTV6, then trade up for a Lancia Fulvia coupe, which he’d shed in another swap, netting a Fulvia Berlina and a Miata. Yet somehow he managed while also working summers to graduate from a fine university magna cum laude. The dean wrote to suggest Ike apply for some fancy fellowships. I reminded my son that no one had invited me to apply for anything when I was in school, though I, too, was on a dean’s list. Just not for anything academic.
But Ike didn’t want to go back to school. He’d studied too hard for too long. He didn’t want to sit in front of a computer anymore. He wanted to work with his hands.
So today, on the eve of his 25th birthday, we find him entering a second year’s apprenticeship to Joe Curto, North America’s premier rebuilder of SU carburetors. These are the famous “Union” carburettors (British spelling) of the “constant depression” variety designed by Herbert Skinner and built from 1904 through the present. They’re thought by many to cause constant depression in owners of cars so equipped (mostly British marques, with the occasional Volvo thrown in), but in my experience they’re not bad at all, especially compared to the alternatives, some of which Curto’s shop also works on.
Ike’s understanding of carburetor theory and engine tuning has since left my own in the dust; speaking of which, he has also taken over a dusty garage I rent and started buying and fixing cars in it during off hours. Right now he’s working on his faded Porsche 944 S2, yesterday diagnosing relay failure and thereby solving its dead fan problem. Color me impressed­—just the sort of mishap that sends me racing to call for a tow.
Ike’s tastes are eccentric in a way few besides a close family member—someone like me, for instance—might understand. To put it out there short and sharp, he also now owns two Peugeots (an early Euro 505 with a groovy tweed interior and a 405 Mi16) and, in addition to his Lancia, my old RHD Austin Mini Metro, two running Rovers, a parts TC, and a $700 Explorer with 300,000 miles, plus 2000TC engines, transaxles, and sundry parts too numerous to count, and a tired V-8 from a P6B. He’s putting a 1954 MG TF, a friend’s inheritance, back on the road after a 40-year layup while helping some lawyer upstate get his TC running. And that’s ignoring the Miata—sold but being stored for a new owner. Oh, also the 195,000-mile Audi A6 Avant Ike got in return for car shopping advice.
“Son,” I’m about to say to him, often, “you’ve given your life and wealth over to cars; have you considered the alternatives?” Then I think, I’m kidding, right? It’s my own damned fault. Obviously. But, hey, it’s a life, it’s what I did, and I’m still here. I’m really proud of my son. I just feel bad because, but for me, he’d know better than to mess with Rovers and Peugeots.
The post Mechanic in Training: My Son Caught the Car Bug After All appeared first on Automobile Magazine.
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jesusvasser · 5 years
Text
Mechanic in Training: My Son Caught the Car Bug After All
Some of you may remember my sweet firstborn son, Ike, from the time when he was nine and got his seven-year-old sister, Ellie, banned for life from the online game “Club Penguin.” That was because he directed her penguin to approach another child’s and, instead of having it extend the expected friendly greeting, had it tell the stranger’s penguin to go [commit an anatomically impossible act with] itself. Those were the days.
Later on, it emerged Ike did not share his dad’s enthusiasm for automobiles. “That’d be fine for me,” he would say, pointing to a banged-up 11-year-old Mitsubishi Mirage we’d driven past. It led me to wonder whether he was playing his parents in some kind of indecipherable, long-range grift, or if he truly didn’t care about cars. That he didn’t get his driver’s license for more than six months after passing the 16th birthday that legally entitled him to one suggested the latter. And I was OK with this, really. The automobile as we know it is soon to be a relic of a time not all will remember fondly; maybe this indifference was a jarring example of a species preparing itself for transport by autonomous pod.
Eventually, though, Ike started driving, and within a few months, his enthusiasm for cars wasn’t just kindled; it was a five-alarm blaze. Suddenly, he was memorizing historical details I never knew, with first-rate automotive identification skills and strong yet reasonable opinions. Seemingly overnight, he’d learned to bore on like a veteran car journalist assessing every iteration of BMW’s 5 Series just as easily as he might expound on Land Rover Stage 1 V8s (1979-85) or MG Magnettes he’d known and loved.
In his spare time, Ike would recommission a cheap Alfa Romeo GTV6, then trade up for a Lancia Fulvia coupe, which he’d shed in another swap, netting a Fulvia Berlina and a Miata. Yet somehow he managed while also working summers to graduate from a fine university magna cum laude. The dean wrote to suggest Ike apply for some fancy fellowships. I reminded my son that no one had invited me to apply for anything when I was in school, though I, too, was on a dean’s list. Just not for anything academic.
But Ike didn’t want to go back to school. He’d studied too hard for too long. He didn’t want to sit in front of a computer anymore. He wanted to work with his hands.
So today, on the eve of his 25th birthday, we find him entering a second year’s apprenticeship to Joe Curto, North America’s premier rebuilder of SU carburetors. These are the famous “Union” carburettors (British spelling) of the “constant depression” variety designed by Herbert Skinner and built from 1904 through the present. They’re thought by many to cause constant depression in owners of cars so equipped (mostly British marques, with the occasional Volvo thrown in), but in my experience they’re not bad at all, especially compared to the alternatives, some of which Curto’s shop also works on.
Ike’s understanding of carburetor theory and engine tuning has since left my own in the dust; speaking of which, he has also taken over a dusty garage I rent and started buying and fixing cars in it during off hours. Right now he’s working on his faded Porsche 944 S2, yesterday diagnosing relay failure and thereby solving its dead fan problem. Color me impressed­—just the sort of mishap that sends me racing to call for a tow.
Ike’s tastes are eccentric in a way few besides a close family member—someone like me, for instance—might understand. To put it out there short and sharp, he also now owns two Peugeots (an early Euro 505 with a groovy tweed interior and a 405 Mi16) and, in addition to his Lancia, my old RHD Austin Mini Metro, two running Rovers, a parts TC, and a $700 Explorer with 300,000 miles, plus 2000TC engines, transaxles, and sundry parts too numerous to count, and a tired V-8 from a P6B. He’s putting a 1954 MG TF, a friend’s inheritance, back on the road after a 40-year layup while helping some lawyer upstate get his TC running. And that’s ignoring the Miata—sold but being stored for a new owner. Oh, also the 195,000-mile Audi A6 Avant Ike got in return for car shopping advice.
“Son,” I’m about to say to him, often, “you’ve given your life and wealth over to cars; have you considered the alternatives?” Then I think, I’m kidding, right? It’s my own damned fault. Obviously. But, hey, it’s a life, it’s what I did, and I’m still here. I’m really proud of my son. I just feel bad because, but for me, he’d know better than to mess with Rovers and Peugeots.
The post Mechanic in Training: My Son Caught the Car Bug After All appeared first on Automobile Magazine.
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jonathanbelloblog · 5 years
Text
Mechanic in Training: My Son Caught the Car Bug After All
Some of you may remember my sweet firstborn son, Ike, from the time when he was nine and got his seven-year-old sister, Ellie, banned for life from the online game “Club Penguin.” That was because he directed her penguin to approach another child’s and, instead of having it extend the expected friendly greeting, had it tell the stranger’s penguin to go [commit an anatomically impossible act with] itself. Those were the days.
Later on, it emerged Ike did not share his dad’s enthusiasm for automobiles. “That’d be fine for me,” he would say, pointing to a banged-up 11-year-old Mitsubishi Mirage we’d driven past. It led me to wonder whether he was playing his parents in some kind of indecipherable, long-range grift, or if he truly didn’t care about cars. That he didn’t get his driver’s license for more than six months after passing the 16th birthday that legally entitled him to one suggested the latter. And I was OK with this, really. The automobile as we know it is soon to be a relic of a time not all will remember fondly; maybe this indifference was a jarring example of a species preparing itself for transport by autonomous pod.
Eventually, though, Ike started driving, and within a few months, his enthusiasm for cars wasn’t just kindled; it was a five-alarm blaze. Suddenly, he was memorizing historical details I never knew, with first-rate automotive identification skills and strong yet reasonable opinions. Seemingly overnight, he’d learned to bore on like a veteran car journalist assessing every iteration of BMW’s 5 Series just as easily as he might expound on Land Rover Stage 1 V8s (1979-85) or MG Magnettes he’d known and loved.
In his spare time, Ike would recommission a cheap Alfa Romeo GTV6, then trade up for a Lancia Fulvia coupe, which he’d shed in another swap, netting a Fulvia Berlina and a Miata. Yet somehow he managed while also working summers to graduate from a fine university magna cum laude. The dean wrote to suggest Ike apply for some fancy fellowships. I reminded my son that no one had invited me to apply for anything when I was in school, though I, too, was on a dean’s list. Just not for anything academic.
But Ike didn’t want to go back to school. He’d studied too hard for too long. He didn’t want to sit in front of a computer anymore. He wanted to work with his hands.
So today, on the eve of his 25th birthday, we find him entering a second year’s apprenticeship to Joe Curto, North America’s premier rebuilder of SU carburetors. These are the famous “Union” carburettors (British spelling) of the “constant depression” variety designed by Herbert Skinner and built from 1904 through the present. They’re thought by many to cause constant depression in owners of cars so equipped (mostly British marques, with the occasional Volvo thrown in), but in my experience they’re not bad at all, especially compared to the alternatives, some of which Curto’s shop also works on.
Ike’s understanding of carburetor theory and engine tuning has since left my own in the dust; speaking of which, he has also taken over a dusty garage I rent and started buying and fixing cars in it during off hours. Right now he’s working on his faded Porsche 944 S2, yesterday diagnosing relay failure and thereby solving its dead fan problem. Color me impressed­—just the sort of mishap that sends me racing to call for a tow.
Ike’s tastes are eccentric in a way few besides a close family member—someone like me, for instance—might understand. To put it out there short and sharp, he also now owns two Peugeots (an early Euro 505 with a groovy tweed interior and a 405 Mi16) and, in addition to his Lancia, my old RHD Austin Mini Metro, two running Rovers, a parts TC, and a $700 Explorer with 300,000 miles, plus 2000TC engines, transaxles, and sundry parts too numerous to count, and a tired V-8 from a P6B. He’s putting a 1954 MG TF, a friend’s inheritance, back on the road after a 40-year layup while helping some lawyer upstate get his TC running. And that’s ignoring the Miata—sold but being stored for a new owner. Oh, also the 195,000-mile Audi A6 Avant Ike got in return for car shopping advice.
“Son,” I’m about to say to him, often, “you’ve given your life and wealth over to cars; have you considered the alternatives?” Then I think, I’m kidding, right? It’s my own damned fault. Obviously. But, hey, it’s a life, it’s what I did, and I’m still here. I’m really proud of my son. I just feel bad because, but for me, he’d know better than to mess with Rovers and Peugeots.
The post Mechanic in Training: My Son Caught the Car Bug After All appeared first on Automobile Magazine.
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workshopaddict · 6 years
Text
Project C3 Corvette
Building a 383 stroker is very affordable for anyone who plans to do any crank work in a rebuild.  Most Gen 1 large journal small block cracks cost the same for a 350 or a 383.  There is very little machining needed for these kits and they are very easy to install.  383 stroker kits will increase your torque output significantly.  In our case, we have a Chevrolet 350 L48 out of a 1971 Corvette that was factory rated at 270 hp.  In 1971 that rating was a crank rating without any accessories, so in reality, it was a 220 horsepower motor.  We decided to start over completely and build a nice 450 hp 500 ft-lb torque 383 stroker that would fit under the hood of our Corvette and also be very reliable.
Finding the Parts You Need
If you are looking to build a nice motor and still have it fit under a stock Corvette small block hood, there are a few items that you need.  First, the most common error is the intake manifold because many know that they are giving up power with a low single plane.  But there is only one, yes, only one, Edelbrock manifold that will work and it is the Torquer II.  You will give up some upper-end horsepower in your build with it.  Also, in order to fit a low filter cover, you cannot use a mechanical secondary carburetor and have to use a vacuum secondary unit.  Yeah, that sucks, but when properly tuned, they still work and come in well.  Water pumps are specific along with a long list of weird items.
If you are taking on a task like this, work with a good parts supplier, like Summit Racing because of their service.  We can call and talk to a real person and get sound advice on our specific build.  Many of the parts we purchased needed to be returned, sometimes 3 months later and Summit Racing took everything back and refunded our money.  They even paid for shipping to return the items we incorrectly ordered.
Below are links to all the parts we purchased to build our Corvette L48 350 into a nice 383 stroker.  This includes all new hardware and all we are using is the block.
FEL-1205 GASKETS INTAKE
SUM-G001 CAM BUTTON SPACER SBC
SUM-G1792 CAM LOCKING PLATE
TFS-21400003 ROLLER LIFTER
TFS-30410013-M72 Trick Flow Super 23 195 Cylinder Heads
TFS-31400510 ROLLER ROCKER 1/5 3/8 SBC
TFS-31400915 SBC EXC 400 GASKET SET-EARLY
TFS-31478500 SBC BILLET TIMING CHAIN SET
ARP-134-3601 SBC HEAD BOLT KIT 6PT
CCA-12-600-8 CAMSHAFT CS 283T HR-107 T THUMPER
CCA-412M DISTRIBUTOR GEAR
CLO-9-221 TIMING COVER (2PC)
EDL-5001 MANIFOLD TORKER II SBC NON-EGR
EDL-8812 WATER PUMP ALUMINUM
ESP-62305030 383 ROTATING ASSEMBLY
HLY-12-834 FUEL PUMP MECHANICAL
HLY-0-83770 HOLLEY STREET AVENGER CARB
MCH-512 POWER STEERING PULLEY
MCH-6030 SBC SWP PULLEY SET V-BELTS
MEL-IS-55E OIL PUMP DRIVE CHEVY SB
MEL-M55A OIL PUMP MELLING BOX
MIL-18600 OIL PUMP PICKUP STOCK SBC
MIL-30700 OIL PAN SBC STOCK PAN
MSD-5553 STREET FIRE WIRE
PIO-872021 HARMONIC BALANCER
PNX-40011 COIL FLAME-THROWER (1.5 OHM) B
PNX-91181 IGNITOR II DELCO 8 CYL
PRO-141-638 LINEAR WIRE LOOMS S/B V8
PRO-141-924 SLANT EDGE VALVE COVERS
PWM-27294 ONE WIRE ALTERNATOR
PWM-9000 HIGH TORQUE STARTER
SME-2015 CHEVY OIL FILTER ADAPTER 
SUM-163625 SBC TIMING POINTER 6 1/4 DAMPER
SUM-400505 BILLET DIST HOLD DOWN
SUM-G5223 MAROON CAP/ROTOR KIT GM SOCKET
ARP-134-5401 KIT MAIN STUD CHEVY
ARP-134-8701 FUEL PUMP PUSH ROD KIT
ARP-230-7001 STUD OIL PUMP
ARP-234-2501 BALANCER BOLT KIT CHEVY
ARP-400-7603 COVER STUD KIT
ARP-430-7401 12PT THERMOSTAT HOSING BOLT KIT
ARP-434-1801 OIL PAN BOLT KIT
ARP-434-2102 INTAKE BOLTS
ARP-434-3203 WATER PUMP BOLT KIT
ENS-3-1114G MOTOR MOUNT GRAPHITE EACH
ARP-100-2801 FLYWHEEL BOLT KIT
DUR-CH-8 BEARING CAMSHAFT
PIO-PE108BR FREEZE PLUGS BRASS
AER-FBM1012 6AN STRAIGHT HOSE END
AER-FBM1032 #6 90. ELBOW HOSE END
AER-FBM2517 STEEL 1/4 MP/#6 37. FLARE
AER-FCA0603 -6 AN HOSE 3 FT LENGTH
CCA-7938-16 PUSHRODS
EAR-101175ERL 9-1/2 SINGLE INLET -6
MRG-1514 FUEL PUMP MTG PLATE CHEVY
PRO-141-752 AIR CLEANER
PRO-66116 OIL DIP STICK KIT CHEVY S/B T
SUM-G1423 CARB STUDS 1.70″ OAL
HED-62306 HEADMAN SS HEADERS
Looking at the parts ordered you can see we will have a 9.8:1 compression ratio.  We are aiming for a 10.5:1 compression ration and we will machine down the 72cc heads to make that happen.  Most 72cc heads are the same as 64cc heads but they have more material at the base that can be removed for fine-tuning.
C3 Corvettes needs vacuum for just about everything from the heating system to headlights and windshield wipers.  We needed to have enough vacuum for our power brakes, but also all the other accessories that will be used in this car while driving.  If you plan to put in a larger cam, make sure you are willing to give up some of the items listed as we are cutting it close to being able to run everything when needed.
  1971 Corvette C3 Small Block 383 Build Parts List from Summit Racing With 453 HP & 489 Ft Lbs Torque Project C3 Corvette Building a 383 stroker is very affordable for anyone who plans to do any crank work in a rebuild. 
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itsworn · 7 years
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Bolt-On 230+ Horsepower to a 454ci Motor Home Big-Block
Hot Rodding is a hobby—not a career—for the vast majority of us. We drool over billet, but settle for cast, and pinch pennies to eek the most out of our performance purchases. Horsepower per dollar is worth its weight in gold, and with this 87-octane-compatible, 567-horsepower barnstormer of a build, welcome to El Dorado.
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It all started when Car Craft friend Curtis Mowery inherited a 1986 Suncrest Motorhome. The interior was decrepit, and the external fiberglass paneling was cracked and rotting. The engine, however, a 454ci mark IV big-block Chevy, was healthy and showed only 35,000 miles on the clock. Behind it was a TH400 that had been treated to a recent rebuild. As a whole, the RV was an ungainly eyesore. Under the skin, it was a perfect drivetrain donor. While vehicles of this stature aren’t the most common– or practical– platforms out there, Ford, Chevy, and Dodge all offered big blocks for motorhome service. We have seen several make appearances at junkyards over the years, though they do present a much more challenging engine-pull scenario, which we’ll attest to firsthand.
Knowing the RV was a lost cause from the get-go, no time was wasted being gentle pulling the engine. Sawzall’s buzzed, prybars levered, and cutting torch flames licked away obstacles. Soon the grease-ball of a big-block was out and headed to Westech for a dyno and some mandatory speed parts. Afterward, it would find a new home between the fenders of a 1962 GMC truck project.
At the Dyno
Smog era big blocks get a bad rap. Their sub-8.0:1 compression rations, tiny cylinder head ports, and anemic camshaft grinds are the main culprits. But what would the 31-year-old engine crank out on the engine dyno? Though it had a relatively conservative odometer reading of 35,000, lugging around a multi-ton motorhome isn’t an easy life.
Westech’s Troy Goldie buckled the big-block into the dyno cell and Steve Brulé worked the throttle for the first pull. Through the stock Quadrajet carburetor and a set of uncorked dyno headers, the engine delivered an oddly quiet 335-horsepower and whopping 485 lb-ft of torque. It was definitely healthy and far livelier than expected.
But who can leave well-enough alone? The goal wasn’t simply to validate a stock RV engine, but to see what kind of grunt was locked inside those 454 cubic inches by installing a better-breathing top end. To accomplish that goal, we turned to Trick Flow Specialties for one of their complete top end kits (PN TFS-K413-580-560). The kit included gaskets, valvetrain and camshaft, fasteners, and a set of PowerOval 280 as-cast cylinder heads. The kit bottom-lined at $3,499.97 on Summit Racing. That is certainly a significant amount of coin, but feasible for most gearheads with a project car piggy bank, or during tax return season. The only thing not included in the kit was an intake and carburetor, so we ordered a Professional Products single plane (PN 53037) from Summit Racing for the price of $209.97. Brulé did note that a dual-plane intake would have likely provided more torque down low without giving up much on the top end due to the engine’s planned conservative redline.
The old top end was unceremoniously yanked from the virgin motor revealing carbon-coated, but un-damaged pistons. We cleaned the deck surfaces and laid fresh Felpro gaskets in place. The Trick Flow heads were installed with included ARP head bolts. This kit utilized a roller cam ground with 236 degrees of intake duration and 242 of exhaust duration as measured at 0.050-inch tappet lift. The lobe separation angle was cut at 112 degrees and valve lift measured 0.600-inch on the intake and exhaust. Because this engine was not equipped with a cam-stopper plate (as some later big-blocks are) was necessary to control camshaft endplay. Brule grabbed a roller thrust bearing from Wetech’s parts stores and installed the camshaft, timing chain and sprocket, lifters, and the remainder of the valvetrain. The intake was then bolted in place and the factory HEI distributor reused. We opted to borrow one of Westech’s Holley Ultra HP carbs because of the tuning-parts on hand, but in theory the Quadrajet, with its 800-plus cfm, could have be reused.
With the engine buttoned up, it spun the dyno once more, recording 560 horsepower and 530 lb-ft of torque–a 225 horsepower improvement over stock! Is a head and cam swap a bolt-on affair? We’ll gladly stand on our soapbox and say yes! On a pushrod engine, the job can easily be accomplished in a day, requiring no specialized tools and with no need to pull the engine from the car—sounds like a bolt-on to us. Thrilled to have bolted 200-plus horsepower onto an otherwise-stock RV engine, we began to ponder where else power was hidden. After some quick math, it was determined the engine only had an 8.2:1 compression ratio—as pump-gas friendly as compression ratios come. So, to verify the affliction for cheap gas, we purged the dyno tank, refilling it with run-of-the-mill 87 octane from a local station. If detonation were to occur, the dyno would show a reduction in power and torque. Instead, it showed a 7-horsepower increase in horsepower and 5 lb-ft rise in torque. This was a legitimate pump-gas big-block and for a total sum of $3,709.94. Next time you’re perusing the local boneyard, give that monstrous motor home a second look.
The RV it came from might have been a junker, but this 454ci big-block wasn’t ready to call it quits.
“Why don’t you ever bring me nice things,” wonders Steve Brulé, unamused at the crusty turd in his dyno cell.
Welcome to the ‘80s. This past-its-prime motorhome is ugly, but who could turn down a free big block?
There’s a right way to pull a big block from a motorhome. This isn’t it. Being that the body was scrap and there was no intention to save it, the quickest way to the prize was through the grill–or where the grill used to reside.
Troy Goldie loaded the big block onto the dyno. With the exception of a set of dyno headers, we ran the engine exactly as it was set up in the motorhome. The result was a surprising 335hp and 485 lb-ft of torque.
The engine had 35,000 hard miles, 31 years, and all the grime to back it up.
For the initial dyno run, we used the original 800cfm Quadrajet carb. For subsequent tests we used a Holley due to the tuning parts we had on-hand. However, to keep costs down, the Q-Jet could easily be repurposed.
Trick Flow’s top-end kit contained everything needed for the swap. The cam specs are aggressive enough to produce real power, but the engine will still idle in gear and generate enough vacuum to support power brakes.
We disassembled the engine to a short block in preparation for the new top end. The pistons had plenty of carbon but otherwise looked healthy.
Brulé installed Trick Flow’s hydraulic roller cam, timing set, and a thrust button to control camshaft end play.
Curtis Mowery holds a genuine “RV cam,” sourced from the wild. Did you know every Craigslist engine ever has one of these?
With the cam in place and decks cleaned up, Trick Flow’s PowerOval 280 heads are installed.
The kit included pushrods, assembled cylinder heads with springs, and 1.7:1 ratio roller rockers.
A Professional Products single-plane manifold was used, but Steve recommends an air-gap–style dual plane for street use, noting they offer significantly more midrange and sacrifice only a few ponies up top. A Holley 950 Ultra HP provided fuel mixture for the final dyno tests.
The last pull of the day was conducted on lousy, California-standard 87-octane fuel. Despite the swill, the engine cranked out an awesome, 567.2 horsepower and 537 lb-ft of torque, sounding like a real big block in the process. The total horsepower improvement for the day was a whopping 232.2 horsepower. Not bad for a day’s work.
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robertpasscars · 4 years
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Robert Pass - Collector Cars for Sale - 1955 MG-TF 1500 ROADSTER The MG-TF 1500 was the last of the iconic MG Roadster body designs. Only 3400 were produced in England with the 1466 c.c. engine with dual SU carburetors. $35,500. https://t.co/aXdkzgyBVl https://t.co/XfMX9Kw9A3
1955 MG-TF 1500 ROADSTER The MG-TF 1500 was the last of the iconic MG Roadster body designs. Only 3400 were produced in England with the 1466 c.c. engine with dual SU carburetors. $35,500.https://t.co/aXdkzgyBVl pic.twitter.com/XfMX9Kw9A3
— Robert Pass (@robertpass_cars) October 12, 2019
from Robert Pass. Classic Cars and Collector Cars for sale in St Louis.
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