Classic cars forum & vehicle restoration.

peter scott · Joined: 18 Dec 2007 Posts: 7117 Location: Edinburgh

Wrapping the fuel pipes in insulating material gives good protection from vapourisation.

Peter
_________________
http://www.nostalgiatech.co.uk
1939 SS Jaguar 2 1/2 litre saloon

alastairq · Joined: 14 Oct 2016 Posts: 1950 Location: East Yorkshire

So does re-routing them...
_________________
Dellow Mk2, 1951 built, reg 1952.
Fiat 126 BIS
Cannon special [1996 registered. Built in 1950's]
----------------------------------------------
Ford Pop chassis, Ashley 1172 bodyshell, in pieces.

Ray White · Joined: 02 Dec 2014 Posts: 6303 Location: Derby

I have not read the book but I have followed Paul Ireland's regular features on this subject published in the on line magazine "Totally T Type 2" ... and very informative they are too!

This MG project is a voyage of discovery for me; venturing into what may or not be possible in terms of modifications that work. One such change is an electric fan to replace the inefficient original. I am hoping that with a clean radiator and cylinder block; new thermostat and new 6 blade water pump, further cooling will not be necessary. I always take a keen interest in how other T type owners fare and it would seem that over heating is not usually an issue if sensible precautions are taken.

Some say the more tiresome issue is one of the engine not running hot enough!
I shall have to see what mine is like when I eventually get it finished.

Today I had an email from the Morris Register spares service to say that my SU fuel pump kit is on it's way. Fortunately, the Octagon Club are also operating their spares service and I received another costly delivery this morning.

Another job on the "to do" list is replacing the copper fuel line. I am probably going to replace all the old 5/16" compression fittings with new ones but I thought 8mm olives would give a better fit on the pipe (also 8mm).

Working out how best to get from the pump to the 1 3/4" SU carburettor with a glass filter in between has been a challenge. Another issue has been deciding what air filter to get. I was horrified at the cost of A&N stuff. The best one to suit the HS6 carb is 56 - 9096 and for an MG would be over £100 from Moss. I have found the exact same thing being sold for a Nissan 240 c for £63 so have gone for that!

alastairq · Joined: 14 Oct 2016 Posts: 1950 Location: East Yorkshire

The original fan? Surely , MG would have tested their engines with that fan and not found it wanting?
Mind, I am aware that engine temps have risen with using today's petrol.....

I have a couple of spare plastic fans for the Dellow sidevalve engine....., marked 'Stanpart', so presumed they were Trumpet Spitfire items?

The Dellow has a humongous radiator...so cooling isn't an issue....but I do think, an engine-driven fan to be more reliable than an electric fan, which doesn't have a two wire connection to one's dashboard...[and a massively huge warning light for temperature?] ....the savings in BHP surely are minimal....I'd never ever notice the difference between 55 bhp, and 57 bhp? In fact, in today's driving conditions [even with covid].....I probably never ever use more than around 25 of whatever bhp my engines make...?

One thing I would advocate making, is an effective fan shroud.

Why supercharge?

WHy did you not consider going to XPEG-spec [1500cc] instead?
_________________
Dellow Mk2, 1951 built, reg 1952.
Fiat 126 BIS
Cannon special [1996 registered. Built in 1950's]
----------------------------------------------
Ford Pop chassis, Ashley 1172 bodyshell, in pieces.

Ray White · Joined: 02 Dec 2014 Posts: 6303 Location: Derby

Some people choose to modify their vehicles simply because they get bored with the standard set up while others think it looks "cool".

Almost every change I am making ( to what was a derelict car) has been thought through so that it not only has a practical purpose but can be returned to stock if desired.

The choice of an electric fan is linked to the choice of a supercharger. In standard trim, the TC looks great but has a woeful performance. I want my TC to go as well as it looks and that means improving the performance. TC 10030 has it's original engine and I felt it would be a step too far to replace it simply to get more power so I have chosen to make the most of what I have. The engine has been rebuilt by a renowned MG expert to a high spec with a supercharger and 1 3/4" SU in mind. It has been bored out +60 and has bigger (TF) valves with bronze guides. I also have a fast road cam. and everything is balanced.

As mentioned elsewhere I am fitting an exhaust vacuum crankcase pressure ventilation system which will help to prevent oil leaks and add H.P. at the same time.

An electric fan has many benefits over the standard metal fan as fitted by the MG factory. I am sure if they had fitted the TC with a blower they would have needed to improve the cooling system but cheap lightweight electric fans were probably not available in 1949.

When combined with it's 5 speed gearbox conversion and improved diff - and all the other little tweaks, my TC should be able to show a clean pair of heels to any standard TF. (XPEG 1500).

An electric fan has superior cooling which can be thermostatically controlled - (although mine will have a manual override controlled from the driving seat). There is also the benefit of far less power loss, longer water pump life and improved fuel consumption. They are also safer.

Like you, I don't really trust 70 year old metal blades to rotate at speed safely.

One of the additional instruments I shall have will be a water temperature gauge. Personally, I consider it essential but one was never fitted by Abingdon.