CONTENTS Rebuilding an MGA or poverty rules OK? ....... 1 SUT 866 then and now ................................... 2 A busy Five Months ...................................... 3 Who would have believed it? ......................... 3

..................................... YMI 596 and YDI 503 4

SEC'S JOTTINGS In this supplement we have an account from Sue and Ian Bowen about rebuilding their coupe.

Also we have two accounts from Roger Daniell on SUT 866 and 1 MTW.

There are also some photos from Bob West and Mike Homer of YMI 596 which they both own and YDI 503 which Bob West has recently acquired.

Rebuilding an MGA - or Poverty Rules OK?

BY SUE AND IAN BOWEN

The seeds of illness were sown in 1968, when Ian and his father followed up an advertisement and found themselves in S.H. Richardson's looking at a red coupe, the same 8228 AC.

Despite the terrors of a test drive, most of which has receded into a feverish blur, the aesthetic lines and beauty of the car won and a week later it made its way to Kent, averaging an all time low of lOmpg because the float valves were jamming open! !

For the next four years the car was in daily use, clocking up some 50 miles a day, with no trouble - except a holed piston half way up the M2,

SUPPLEMENT No. 13 EDITOR AND SECRETARY NICK COX

64 PENTLEY PARK. WELWYN GARDEN CITY. HERTS. AL8 7SC

In 1972, despite much advice to the contrary from his father (being a visionary, he knew that his garage would be blocked for the next 14 years!), the rebuild started. Once the body was removed and the chassis inspected, the ravages of Time didn't seem as bad as expected but not being one easily put off, Ian continued!

In 1974 when I (naively) came on to the scene, the chassis was stripped bare, welded by two superb mobile welders (safes a speciality). sandblasted and sprayed. Like a fool, to prove my enthusiasm and undying affection, I painted the

. . chassis. yes, it's contagious!! Reassembly began in earnest with new

springs, shockers, discs and brakes being fitted - the years of hoarding had paid off!! By mid- June the engine and transmission were installed - the engine having been completely rebuilt; the gearbox was merely springcleaned as all was sound. New marine-ply floorboards completed this part of the job by the end of the Summer.

Come Autumn, we took the body to a clandestine appointment to be blasted. Upon its return, in surprisingly good condition, our wandering welders returned and did a superb job fitting goalposts and sills. (We were shocked to discover that one of them had had major heart surgery, not brought on by our MG , . . but our phone call 14 years on to tell him we'd actually finished might have done).

At this point the demands of marriage and a new home 25 miles away from the car rather hampered the rebuild, but nevertheless with the help of several former friends we got the body reunited with the chassis.

By mid '77 the wings werefittedand spraying of orient red began. We lost count of the number of coats applied and rubbed down but, as amateurs, we're pleased with the end product.

In case I thought I'd been snapped up for my good looks and charm, work started on the interior and I discovered that I was only wanted for my sewing machine! ! Fitting the headlining was the most fraught experience until we discovered the help of an industrial hail dryer but fitting the windscreen was the most expensive. Still, thank God it's third time lucky because it took three!! Thankfully, the rear screen went in without a murmer.

After a five year search visiting trimmers, near and far, in our Summer hols (what else are hols for, I wonder?), we tracked down the original grey karvel carpet. We had the binding (to protect the treasure) done locally because my stalwart machine drew the line here! !

Ironically, with completion so near, we slowed up. We discovered that it was impossible to get the doors and wings to line up (perfectly!). The car was then eventually taken away by Roger Elvy who cut the wings and rewelded and

. . . sprayed them well it was a wet Spring (do we get a discount for advertising, Roger??).

The details from now on are a blur of yet more rubbing down and polishing and chroming. (Oh yes, we did a chassis up rebuild on a Scimitar for

. . . daily use exit even more friends!). We spent months and months tracking down half a set of original seatbelts (!) and then had to get belts sewn and plates made up. (Thanks, Star Engineering & Britax.) Some of you out there probably think we're daft, but let me tell you I only met the bends at Brands Hatch once without a belt! ! !

It was really Nick's invitation to display at Silverstone which goaded us into a frenzy of activity. (I expect Phil and Gladys, like me, were beginning to wonder if we'd ever finish! !)

. . The rest is all history. thank you all.

SAFETY FAST. October 1986 -18- Twin Cam Register Newsletter

SUT 866 THEN AND NOW Roger Daniel Somerby Garage near Melton Mowbray, Leicestershire, was owned by Major Richard Crossfield who was appointed a BMC franchise.

An ash green MGA Twin Cam roadster was ordered and was despatched from Abingdon on 24/4/59.

On 2/5/59 it was registered SUT 866 and was destined to become what was probably the ultimate example of a modified Twin Cam roadster of period.

The chassis and bodywork were extensively drilled and various non-essential parts either cut away or removed.

Some of the internal panelwork was replaced by aircraft specification aluminium panels and rivets.

This work was probably carried out by the nearby Auster aircraft factory.

The engine was prepared by Barwell Engineering and was said to develop approximately 136bhp at 7300rpm.

The power was transmitted through a close- ratio gearbox and ZF limited slip differential to the road wheels which were shod with 5.50~15 R5 Dunlop racing tyres. SUT 866 was run in this form until the end of the 1961 season when it was sold to Leonard Weldon.

Dick Crossfield took to racing a Daimler Dart for a couple of years and afterwards a Shapecraft Lotus Elan up until the end of the 1965 season.

It is thought that he must have gone to live in South Africa after this date and is believed to be still there.

Little is known of any competition history - it was raced by Brian Hough, and during 1969 whilst competing at Brands Hatch it went through an advertising hoarding and into an earth bank.

This wrote off the front bodywork and the car was never raced again.

Brian Hough went on to become British Sports Car Champion with a TVR Tuscan, but sadly over-did it at Thruxton around 1971 and was fatally injured.

Michael Snow and myself brought the engine out of SUT 866 at the end of 1969. most of it went into 1 MTW and it is still there.

Twin Cam Register Newsletter

Sue and Ian s finished coupe

Photo taken by H. Staal before Roger acquired it ,to show the condition of the car

-19Ã SAFETY FAST, October 1986

A BUSY FIVE MONTHS Roger Daniel On 22 June 1985 an agreement was reached by Henry Stall to purchase YDI 1885. The paperwork was completed during the following November and work was commenced just before Christmas.

The remains of the car were stripped and the task of rebuilding was tackled in logical stages, fitting the work in between repairs on customers' cars.

From the outset the intention was to reconstruct what remained and add to complete a very original car, as opposed to throwing away the badly deteriorated parts and producing a concours replica.

Virtually everything has been salvaged and any new parts have been given the "Crossfield treatment to faithfully rebuild the car back to its 1959 form.

The engine that has beenfitted is number 124 and is an early works development engine. It was rebuilt fourteen years ago as a spare for 2 MTW and never required and has therefore reduced the work load considerbly.

The bodywork was reconstructed using the original aluminium panels reconstructed into a replacement rear shroud.

The forward end of the front shroud has been replaced due to crash damage sustained in 1969.

The following people must be mentioned for their assistance in this project, which was undertaken in an attempt to rebuild the car in time for the twenty-first anniversary of the Twin Cam Group.

Body and Chassis refinishing - Bob West, Paul Malkin

Specialist Engineering - Peter Spenlove Mechanical Spares -Peter Wood

Dear Nick, Just to bring you up to date as to the latest news on SUT 866.

A couple of weeks ago I spent the Sunday morning with Bob West working in the engine department, and after a couple of hours generally messing about with the old badger, it finally surrendered to us and burst into life.

I stood back apace, and could hardly believe that what had been such a dreadful load of rubbish just five months before had finally become a useful member of society.

Having signed my life away to it, you can imagine the relief that at least I could now con people into believing that the project had been

How the car looked at Silverstone 1986

justifiable. there. Bob took it out on the road for two or three Apart from a lazy petrol pump and a faulty

miles and I followed him with a tow rope dynamo and/or regulator it appears to be in good expecting the worst. health, which is a lot more than can be said for

Sure enough, just as he reached his myoverdraft! destination and turned into the driveway of his Yours sincerely, friend's farm, it conked out. Well, a t least it got Roger Daniel!

WHO WOULD HAVE BELIEVED IT AFTER ALL THOSE YEARS!

Way back in time, around AD 1970,I acquired a few boxes of Twin Cam development paraphernalia, including camshaft, special heads, an early engine, number 124, which had been a test engine for 9:l pistons and an SU manifold etc.

The engine was rebuilt several years ago and has just found its way into SUT 866. Quite by coincidence, a few months ago, Ted Shaw presented me with a set of 2in HS8 carburettors in reasonably sound order.

Being a glutton for punishment, the brainbox linked the SUS with the manifold that came with engine number 124. Some people just can't leave it alone, and I landed myself with another job.

The development SU manifold was a steel fabricated full flow competition manifold that had obviously been used on an engine and never been fitted into a car. Some finishing off was required, and a dynamo bracket had to be made to fit to the manifold studs.

Since the original SUS were missing the carburettors from Ted Shaw completed the package.

It all seemed so easy, but things were about to

SAFETY FAST. October 1986

change. Sod's Law and Twin Cams are probably blood brothers, and fitting the set up into the car was proof yet again.

The guinea pig chosen to be the recipient was that old faithful 1 M m , still plodding on having survived half a dozen major crashes and inversions.

The ageing 40 DC03s were removed and the SU set up was lowered into position and got stuck half way, and would neither go up nor down.

I rang up the Grand Old Duke of Yorkfor some advice, and he suggested I should chop a lump off the offside top chassis strut and carvea hole in the offside wheel arch.

I accept no responsibility whatsoever for carrying out the instructions, but when the work was completed, at least the s e t u p was all in place.

The economics of the conversion were quite appalling and work total took three days.

A pair of UVP needles were borrowed from our spares secretary. Some new ,125 jets were obtained which were still priced in L.s.d. and the stockist must have bad quite a thrill to get rid of

them at last. Finally the great moment arrived. I switched on the ignition and pressed the

button, and it actually started. A few days later I shipped the car up to Bob West, another glutton for punishment who helps me out. He set the car up on the rolling road and pronounced it fit and well.

The following weekend we took the car to Silverstone and I drove it in a seven lap scratch race to see what it went like, yet another surprise for us. The car was fantastic. It was giving good smooth progressive power between 4,000 and 7,000 revs and was easier to drive than the old Weber set up.

I knocked 2.3 seconds off my previous best lap and gave the armco barrier some nasty grey hairs.

To those Twin Cam development engineers of yesteryear, may I pass on the message as follows:

"I have finished off your project for you and can you please redesign the chassis and bodyshell so that next time it will be a little easier."

Twin Cam Register Newsletter

Above: This shows RM0101 YMZ 596longrange tankand twin fuelpumps. Topright: KM0101 has a specialparcelshelf, probablyformaps and odds and ends used in rallying. Right: A front shot of YMl596. Below: Bob West has recently acquired YDI 503 which he plans to rebuild himself.

Twin Cam Register Newsletter SAFETY FAST, October 1986

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