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| Modifying MG TD and TF |
| Thursday, 16 June 2011 00:00 |
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There are a select number of subtle modifications for the TD and TF that update these classic roadsters without spoiling their period looks.
The classic and stylishly designed TD and TF helped establish MG on the world map of motoring manufacturers. Sales of the TD began in 1949 and lasted until August 1953 after nearly 30,000 cars had been registered, a large proportion of them being exported to the USA. Equipped with double wishbones, coil springs and lever arm dampers at the front, its sports car style suspension set-up proved to be modern enough for its time, along with its 1250cc OHV XPAG engine that produced between 54 and 57bhp.
When the TF was launched in 1953, the XPAG engine was retained, but then replaced from September 1954 by the larger 1466cc XPEG unit which produced an additional 6bhp and 17% more torque. The TF had a shorter production run than the TD, lasting until 1955 when the more modern MGA took over. Production figures are consequently smaller, a little under the five figure target at 9602.
The TD and TF modification market emerged during the cars’ production life with upgrades as extreme as a supercharger conversion. After all, these cars were raced, so performance upgrades within the rules and regulations were in demand.
Nowadays, the modification market for the TD and TF appears to have taken a different direction. Modernisation and longevity seem to be the goals instead of outright performance. Ford gearbox conversions for smoother driving, brake upgrades for better stopping and later MGB lever arm dampers are just some of the upgrades on offer from a select number of TD and TF specialists. Restorers are appreciating such demands from their customers, and some are offering packaged restorations.
Authentic looks are also a concern, so specialists have catered for this with, for instance, an alternator conversion that fits inside a dynamo casing, a spin-on oil filter that fits inside an original looking canister and an electronic ignition conversion that’s hidden inside the standard distributor.
Another angle to the TD and TF modification market concerns the kit car fraternity, where the likes of the Triumph based Gentry and the New Zealand manufactured, Mazda MX-5 based TG Sports cater for anyone wanting a modern slant on the TF.
The following pages cover some of the popular upgrades available for the TD and TF, divided into areas concerning the engine, gearbox, electrics, interior, bodywork, suspension and brakes.
The TD’s 1250cc OHV XPAG four cylinder engine produced a modest 54bhp, rising to 57bhp when the MkII TD’s motor was equipped with larger valves, a higher compression ratio and larger twin SUs. The TF continued with this engine set-up until the larger bore 1466cc engine was released.
A wide variety of TD and TF engine modifications were quickly available during the 1950s, ranging from carburettor upgrades and cylinder head tuning to supercharger conversions. Nowadays, simple modifications start with reliability, and that often means an electronic ignition conversion. Prices vary greatly from around £100 up to NTG’s best seller, the Dutch manufactured 123 Ignition for around £300 that retains the authenticity of the standard distributor and allows full adjustment of the ignition timing.
Engine servicing can also be made easier by replacing the traditional canister style oil filter for a spin-on type. Expect to pay around £100 from the likes of Moss, Brown & Gammons, NTG and other specialists. These conversion kits do vary in both price and content, so ask around to find the right balance for you. A neat option is NTG’s adapter for the early TD, for instance, which is a spin-on filter inside an original looking canister.
One of the XPAG’s weak spots is its rear main oil seal, which leaks out of the rear scroll of the engine. An uprated rear oil seal kit is available from specialists including Moss and Brown & Gammons that will cure this problem for around £150.
Remarkably, given the age of these engines, new parts for the XPAG and XPEG units are still being put into production, often with an improved design or using stronger materials. Brown & Gammons have been at the forefront of this process, and can virtually build an all-new engine. On a more modest scale, unleaded cylinder head conversions are a popular choice, with conversion kits costing around £150, but budget for at least £250 to send your head to a machine shop.
CONTACTS Andy King 01949 860519www.mgsparesandrestorations.com Barry Walker 01789 400181 Brown and Gammons 01462 490049 Chisbon Restorations 01255 862626 D T Mathewson 01751 474455 Gentry Cars 024 7638 2973 H&H Ignition Solutions 01384 261500 Heathrow Transmissions 0208 577 1505 Hi-Gear Engineering 01332 514503 Merlin Classic Cars 01663 746499 MG Barn Ltd 01329 835393 MGOC Spares 01954 230928 Moss Europe 020 8867 2020 Naylor Brothers 01274 585161 NTG Motor Services 01473 406031/2 Peter Edney MG Parts 01279 876404 Steve McKie Sports Cars 01246 454527 TG Sports (kit car)
To read more about this project see the July 2011 issue of MG Enthusiast on sale now. Back issues of MG Enthusiast available here |
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