MG Tuning and Maintenance

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In action with a "blown" PA 1938

Tuning and Maintenance

of M.G.s

By PHILIP H. SMITH, A.M.I.Mech.E.

CHARTERED MECHANICAL ENGINEER

CHARTERED AUTOMOBILE ENGINEER

TECHNICAL EDITOR"MOTOR RACING"

AUTHOR OF

The Sports Car Engine Speed from the Sports Car

Design and Tuning of Competition Engines

LONDON:

G. T. FOULIS & CO., LTD.7, Milford Lane, Strand, W C.2


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10 O.H.C. 'lypes ana L,naracierisncs

Is

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in Vi O O O|o Wi*O V^ v> O

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and quite possibly not equalled, by any other method. Much of theo.h.c. M.G.'s capacity for maintaining its power at very high r.p.m. can be put to the credit of its valve-gear layout. In this connection it isinstructive to note that Lt.-Col. Gardner's M.G. which in 1939 took1,100 and 1,500 c.c. records at over 200 m.p.h. and which up to a few

years ago appeared in various other capacity classes with equal success(with, of course, the engine suitably modified) used this original typeof valve gear and camshaft drive.

_ So much for the general design of the engines. For our purposeit is proposed to deal with typical modern examples of the typethePA and PB four-cylinder engines of 847 and 939 c.c. respectively.Where useful tips can be given regarding the other models, this willbe done.

1

A:J3

f C O 5 ^ ^ ^ , f. fl , fl > . . . g )


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i^yunuer ueaa 17

The P-type engine, nearside.

but if this identificadon is by any chance obliterated, means must betaken to ensure that the valves are replaced in their original positions,assuming, of course, that the valves and seatmgs are not in such badshape that a major operation is necessary.

The vertical camshaft drive assembly which transmits the powerfrom the dynamo coupling is a self-contained unit in a housing whichis held to the underside of the cylinder head by four studs and nuts.Correct meshing of the bevels is arrived at by the use of shims betweenthe housing and the cylinder head facing, which naturally alters the

height of the bevel as required in relation to the camshaft. Note howmany shims are removed. After taking out the complete assembly, thehalf-coupling, which is held by a nut and key, can be drawn off the bevel-shaft, allowing the latter to be withdrawn, exposing the twoHyatt roller bearings, thrust washer and oil thrower.

There is just one final point regarding the head dismantling, thatis, the restrictor pin in the main oil-feed hole. As previously mentioned,it is possible through neglect for this to become firmly seized in its hole.It is unlikely that such drastic measures as drilling it out will have to beresorted to, but it is quite possible that unavoidable damage to the pinmay be caused by the use of pliers or other aids to grip. If thishappens, a new restrictor will be necessary, and the dimensions of thiseasily made item will be given later on.

The P-type engine, offside.

PETROL PIPES FIT

HERE

THROTTLE CONTROL

MIXTURE CONTROL ARM

HICK TENSION COIL LEAD

BREATHER

BYNAMO CROSSHE/

&R.EXI8UOWPUIK

DWiAMO BRUSH

INSPECTION COVER

AND SECURING

BOLT

(wetATOfHWUtlTtNBRACKET

STARTiN

HANOI!FITS

HERE


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" planed." As a further example, the L-type Magna (six-cylinder) hasan even lower ratio5.7 to 1. Removal of 1/16 in. gives 6 to 1,leaving the total head depth 3 25/64 in.

The above increases in compression ratio are,of course,by no meansthe limit, but if it is desired to go any higher, the technical press shouldbe consulted, giving full details of the fuel which it is proposed to use.In the middle 1930s many P and PB units were operating quite happilyon ratios up to 8 to 1, using Ethyl or Discol, and, of course, fuels atleast equal to these are now available in the " -""""- " ^A*

''Premium " brands.

CHAPTER 4 The

Overhead-Valve Mechanism

ATTENTION TO VALVE PARTS. CAM-FOLLOWERS AND CAMSHAFT.CAM-FOLLOWER ADJUSTMENT. ROCKER-SHAFT ASSEMBLY. CAMSHAFT

BEARINGS AND DRIVING GEARS. TIMING AND DYNAMO GEARS.

Having completed work on the head casting in regard to lining upthe manifolding, polishing the ports, and modifying the head depth asrequired for the chosen compression ratio, attention can next be givento the valves and their associated parts. The valves themselves canhave the stems polished with superfine emery cloth, after which theusual grinding-in process, finishing off with metal polish, will ensure a

ECCENTRIC

BUSH

DOWN TODECREASE

Correct position of eccentric rocker-shaft bushes

perfect seating. Grinding-in is, of course, necessary even if the valveseats have been recut, and regardless of whether the original or newvalves are being fitted.

The standard valve springs are satisfactory up to an engine speedquite a lot hi excess of peak revs. If the existing springs have seenconsiderable service, they should be replaced; the specialist springmakers such as Terry's will be able to supply the correct springs, andexcessive spring strength should be avoided at this stage. Very highspring pressure can be wasteful of power and puts extra loading onthe valve operating gear. Double valve springs are standard, thoughquite a few engines, probably modified in other directions as well,may be found fitted with triple springs as used on the 750 c.c. Q-typeracing cars.

If the spring collars and split-cones are in good condition, no workis necessary here, but if at all doubtful they should be replaced, and

23

CAMSHAFT

PINCH BOLT

UP TO

INCREASE


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to keep the seating surface absolutely square. If in doubt about yourcapabilities in this direction, obtain a new plunger or have one madeto pattern. It is important to make sure that the relief valve isabsolutely oil-tight under normal conditions, thus the point is stressed.If the pipe unions are damaged in any way they should be replaced withnew ones, otherwise oil-tight connections will be difficult to obtain.Use red fibre washers of the correct size between the union flangesand the pump body. A trace of jointing compound on the unionthreads before screwing them into the body will also help to

Correct assembly of components in oil filter

make an absolutely tight job. Use a box spanner to put them in, andmake a good strong-arm effort when tightening, so that there will beno tendency towards unscrewing when the pipes are removed atany time.

The external oil-pump driving gear should be examined in thesame manner as other engine gears. It meshes with a worm gear onthe crankshaft, and this latter can with advantage be examined atthe same time, so that any faults can be checked on both wheels.There should be nothing wrong that a carborundum sh'p cannot rectify,as the gears are of adequate size and lubrication is ample. The oil-pump spindle is splined to engage with the driving gear sleeve (whichalso drives the distributor) and both the shaft splines and the internalsplines in the gear should be examined for wear, which usually results

The TA-type engine, nearside.

The TA-type engine, offside.

SPBIHG

251SC

RELIEF VALVE B033T

FILTER BIEMEHT

BOTTOM CAP


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L,;


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of course, affect the synchronism.


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K , springs. When reassembling, there is no need for a special tool topersuade the balls and springs to re-enter. The sliding hub should


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p p g g be just engaged in the dog, one spring fitted into place, and thecorresponding ball retained in the hub by means of a piece of steelabout Xe in- wide by .015 in. thick. Push the steel down between thehub and the dog. Repeat the operation for the remaining springs andballs, using a separate piece of similar steel for each one. A heartyshove will push the sliding hub home, and the balls will register in theground indentation in the centre of the teeth.

If the propeller-shaft flange is removed from the gearbox main-

shaft, it is essential that it is replaced in the same position, and theparts should therefore be marked with paint before removal.


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ASSEMBLING THE CAMSHAFT DRIVE

The keys securing the crankshaft chain pinion and camshaft wheelshould be carefully examined. Ragged edges should be trimmed witha fine file, otherwise difficulty may be experienced in refitting thewheels As already mentioned the timing chain being automatically


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wheels. As already mentioned, the timing chain, being automaticallytensioned, has a very long life, and the amount of wear can be readilymeasured. It is as well to fit a new chain if the degree of wear presentindicates that one will be required in the remote future, as quite a lotof dismantling has to be done to fit this component in the normal

TBC

INLET

2488 DC Valve timing diagram, TCengine

course of events, and chains are not expensive. The wheels and chainmust be fitted as a unit; before this is done, it is necessary to assemblethe chain on the wheels to give the correct tuning. The standardchain incorporates two " bright" links, i.e., with side-plates finishedmetallic instead of the usual blue colour. Each wheel also has onetooth stamped with a T. The chain must be fitted on the wheels sothat the two T-marked teeth engage the two bright links with the

shortest length of chainbetween the bright hnks atthe top, or on the "tensioner " side of theassembly. Actually, thenumber of chain links inthe short run is 29. If byany chance it is necessaryto use a chain without the

bright timing links, it isquite a simple matter tomark two of the hnks with

paint. Calling the first outer link to be marked No. 1, count 29 fromthere, and mark another one, which will again be an outer link. Themarked links are then engaged with the T-marks on the wheels inthe normal manner. Before finally

1,250-c c. TD-type engine, offside

1,250-c.c. TD-type engine, nearside.


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any pressure can escape to the vent pipe. When the engine is hot, itis essential that the cap be removed very slowly, otherwise resultsmay be unpleasant. The cap has a specially shaped cam action toenable a slow release to be obtained when disengaging. The watersystem holds 10.5 pints as against 12 pints of the atmospheric systemon previous post-war engines.

This camshaft gives the following timing: Inlet opens 5 degs. before t.d.c.Inlet closes 45 degs. after b.d.c.Exhaust opens 45 degs. before b.d.c.Exhaust closes 5 degs. after t.d.c.Overlap 10 degs


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p p g

CAMSHAFT AND VALVE-GEAR

A minor alteration to the push-rods, enabling longer adjustingscrews, with more range of adjustment, to be fitted, was made toengines starting at no. XPAG/TD2/17298. The rods are naturallyshorter than previous ones, and the point is easily checked when order-ing replacements by taking along one of the existing rods.

With engine no. XPAG/TD2/24116, an important modificationwas made to the valve timing, resulting in much quieter valve operationby eiablmg the rocker clearance to be reduced to .012 in. (hot), instead

Overlap 10 degs.

All TD engines as standard, even those fitted with the modifiedcamshaft, have valve-spring strength and valve dimensions identicalwith the TC unit. TF engines, however, in addition to the camshaftgiving the aforementioned timing, are provided with larger valves andstronger valve springs. The details are as follows:

et Exhaust 36 mm. 8mm. 30degs.

34 mm. 8mm. 30degs.

Inner spring2.565 in.1.438 in. 55Ib.

Outer spring2.927in.1.532 in. 95Ib.

It will be noted that these valve and spring dimensions correspondto the ones quoted in Chapter 30 in connection with modificationsfor extra power on engines of type TB to TD.

B D C Valve timing diagram, TD engines with modified camshaft, and

TF engines

of the previous .019 in. This camshaft can, of course, be fitted toprevious engines, the dimensions, apart from the cam contours, beingidentical, as is the valve lift.

EXHAUSTZ50'

Head diameter of valveStem diameterFace angle .............

Free length of spring ...Fitted length of spring ...At load of ........................

CHAPTER 26 The TD/TF

Gearbox and Chassis

THE CLUTCH. CLUTCH CONTROL. THE GEARBOX.CHASSIS AND SUSPENSION. 1HE FRONT SPRINGING.


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HYDRAULIC DAMPERS. TESTING THE DAMPERS.

THE CLUTCH

The TD/TF clutch is of similar construction to that of the TC,being of the normal Borg and Beck pattern. Fitted originally witha 7.25-in. plate, as on the TC, the diameter was increased to 8 in. atTD engine number 9408. This alteration was responsible for thechange in engine nomenclature from XPAG/TD to XPAG/TD2, andit is necessary to emphasize that engines and gearboxes cannot beinterchanged (one item with the other), as between the two nomencla-tures. The reason for this is that the fitting of the 8-m. platenecessitated a change both in the engine flywheel housing and thegearbox housing, in order correctly to position the thrust race. Thetype of gearbox can be identified by the diameter of the clutch with-drawal fork shaft, which is .625 m. on XPAG/TD boxes, and .75 in.on XPAG/TD2 ditto.

CLUTCH CONTROL

The clutch operation on TD up to chassis number TD22251 isby a flexible cable from the pedal to a link, mounted on the side of

the sump on a bracket bolted thereto. A push-rod transmits themotion from the link to the clutch-shaft lever, and adjustment is madeat the point where the cable is anchored to the end of the link. Thefree movement at the pedal pad (before the thrust block contacts thethrust pad on the internal withdrawal levers) must be not less than.75 in. This corresponds to about re in. at the carbon thrustblock face.

It is advisable always to keep the cable end heavily covered ingraphite grease to prevent rust. Even with this precaution, frayingof the cable is by no means unknown, and it should receive regularinspection, as breakage can be a real nuisance.

Commencing at the chassis number quoted above, a rod replacedthe cable, providing a more reliable connection. This has no effecton the amount of clearance necessary, which is unaltered from thatmentioned.

THE GEARBOX

The gearbox is similar in construction to that of the TC. Theratios, however, are somewhat wider, being as follows: TD type

128

[Reproduced by courtesy of the Nu ffield OrganizationThe rear end of a TD engine unit prior to removal.

[Reproduced by courtesy of the Nuffield OrganizationA TD engine ready for removal.


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View shovi-mg internal arrangement of Shorrock supercharger.


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The Shorrock installation on a TD engiife~>~

>"- . - ' r


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PlugsChampionL US Super sports.LA 11 Racin g 1st step.

LA 14 Racing 2nd step. LA 15 Racing 3rd step.

PlugsLodgeHNP S t R

PART W


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HNP Super sports. R49 Racing 1st step. R51 Racing 2nd step. R53 Racing 3rd step.

Lucas high-performance coil, type BR 12, for r.p.m. up to 8,000.Standard coil is satisfactory up to 6,000 r.p.m.Lucas 4 VRA vertical magneto. Lucas Part No. ENM 2002.

This has a suitable advance curve for the M.G. engine. Tofit, it is necessary to indent push-rod cover plate and movebreather pipe elbow.

ALLOY HEAD

Reference should also be made to the Laystall alloy cylinder head(illustrated facing page 113). This is normally made to Stage 2 tuningrequirements, complete with large valves, etc., and is suitable for allmodels from TB to TF inclusive, and for Wolseley 4/44 engines.

WIRING DIAGRAMS

LUBRICATION CHARTS

AND

SECTIONAL DRAWINGS

11 White with Yellow12 Whi

STOP TA.L

LAMP

12 VOLT BATTERY

STOP TAILLAMP

12- VOLT BATTERY


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W.70482 , HEADLAMP(RIGHT HAND>

KEYI Blu M White with PurpleS Blu w,tf! Red IS White with Brown3 Blu with Yellow 16 White with Black4 Blu with White 17 Green5 Blu with Green IS Green with Red6 Blu with Purple 19 Green with Yellow7 Blue with Brown 20 Green with B>ue

-- 21 Green with White22 Green with Purple23 Grien with Brown

EBlue with Black9 Wh,te

10 White with Red

tewithBlue*3Whi

tewit

h

Green

IGNITION INSPECTION

WARNING LAMP

LAMP SOCKETS

IGNITION INSPECTIONWARNING LAMP

LAMP SOCKETS

HEADLAMP(LEFT IWO)

HAND}

TO CA3LE COLOURS KEYwith Purplewith Brownwith Blackwith Redwith Yellowwith Bluewith Whitewith Purplewith Brownwith Blackwith Red

27 Yellow with Blue23 Yellow with Wnite29 Yellow with Green30 Yellow with Purp'e31 Yellow with Brown32 Yellow with Bkck33 Brown34 Brown with Red35 Brown with Yellow36 Brown with 6lue37 Brown with White38 Brown w/th Green39 Brown with Purpfe

40 Brown wi^i Black41 l e d42 Red with Yellow43 Red with Blue44 Red with White45 Red with Green46 Red with Purple47 R ed with Brown4B Red with Black

49 Purple50 Purpl e with Red51 Purpfe with Yellow52 Purple with Blue

14 W h it e15 W h it e16 White17 Green18 Green19 Green20 Greei21 Greei11 Green

2 3 Gr ee n24 Green25 Yellow26 Yellow

1 B lue2 Bl ue wi3 Blue w4 Blue w5 Blu e wi6 Blue7 Blue8 Blu e wi9 White

10White11 White12 White13 White

24 Green with Black25 Yellow26 Yellow with Red

53 Purple with White54 Purple with Green55 Purple with Brows56 ?urp!e with Buck57 Black53 Black with Red59 Black with Yellow60 Blackwith Blue61 Black, with White62 Bl ack with Green63 Black witfc Purple Black witfi Brown

W.T108I

ith Redith Yellow'th Whiteith Green

-ith Purple'th Brownth Blackwith Redwith Yellowwith Bfuewith Green

TO CABLECOLOURS27 Yellow with Blue28 Yellow with White29 Yellow with Green30 Yellow with Purple31 Yellow with Brawn31 Yellow with Black33 Brown 34 Brownwith Red 35 Brownwith Yellow 36 Brownwith Blue 37 Brownwith White 38 Brownwith Green 39 Brownwith Purple

40 Brown with Black 41Red 42 Red with Yellow43 Red with Blue 44Red with White 45 Redwith Green 46 Red withPurple 47 Red withBrown 48 Red withBlack 49 Purple 50Purple with Red SIPurple wit* Yellow 52Purple with Blue

53 Purple with White54 Purple with Green55 Purple with Brown56 Purple with Black57 Black 58 Black withRed 59 Black withYellow 60 Black withBlue 61 Black withWhite 62 Black withGreen 63 Hack withPurple 64 Slick withBrewn


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with Purple

STARTER

STOP "TAILLAMP LAMP 12 VOLT BATTERY


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W.7578I

KEY1 Blu 14 White with Purple2Blu withRed IS WhitewuhBrown3 B lu wi th Y l lo w 1 6 Wh it w il l B l ack4 B l u w ith Wh it 17 r n5 Blu wtth Green IS Green with Red6 B l u wi th Pur l 19 r n with Y llow

7Blu withBrown 20 r n with Blu8 Blue with Black 21 Green with White9 White 10 Whitewith Red

22 Green with Purple23 Green with Brown

II White w,th Yellow 24 Green with Black1 2 W hi B wi th B lu e 2S Y ellow13 White with Green 26Yellow wth Red

TO CABLE COLOURS27 Yellow with Blue 40 Brow n with Black28 Yellow wirh White 41 Red29 Yellow with Green 42 Red ith Yellow30 Yellow with Purple 43 Red ith Blue31 Yellow with Erown 44 Red i th White32 Yellow with Slack 45 Red ith Green33 Brown 46Red i th Pu r l34 Brown with Red 47 Red jth Brown35 Brown with Yelloc/ 48 Red ith Black36 Brown with Blue 49 Purp37 Brown with Wh^te 50 Purp with Red38 Brown with Green 31Purp with Yellow39 Brown with Purple 52 Purp with Blue

53 Purple with White54 Purple with Green55 Purpfe with Brown56 Purple with Black57 Black58 Black with Red59 Black with Yellow60 Black wiUi Blue61 Black with White62 Black with Green63 Blade with Purple64 Black with Brown 65

OPfl LAMENT

FILAMENTT^

rDIPILAMENT

HEADLAMP(LEFT

I Blue 2 Blue withRed 3 Blue wit*Yellow 4 Blue withWhite 5 Blue withGreen 6 Blue withPurple 7 Blue withBrown 8 Blue withBlack 9 White !0White wit/i Red 1 1White with Yellow 12White mth Blue 13White with Green

KE Y 14 White with PurpleIS White with Brown16 White with Black 17Green IB Green withRed 19 Gree withYellow-20 Gree withBlue 21 Gree withWhite 22 Gree withPurple 23 Gree withBrown 24 Green withBlack 25 Yellow 26Yellow with Red

T O C AB L E C O27 Yellow with Blue 28Yellow with White 29Yellow with Creen 30Yellow with Purple 31Yellow with Brown 32Yellow with Black 33Brown 34 Brown withRed 35 Brown withYellow 36 Brown withBlue 37 Brown withWhite 38 Brown withGreen 39 grown withPurple

L O U R S 40 Brown with Black 41Red 42 Red withYellow 43 Red withBlue 44 Red withWhite 45 Red withGreen 46 Red withPurple 47 Red withBrown 48 Red withBlack 49 Purple 50Purple with Red 51Purple with Yellow 52Purple with Blue

53 Purple wiLh White54 Purple with Green55 Purple with Brown56 Purple with Black57 Black 58 Black withRed. 59 Black withYellow 60 Black withBlue 61 Black withWhite 62 Black withGreen 63 Black withPurple 64 Black withBrown


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ARview OF INSTRUMENT nmei

NORN PUSH UGKT1HG *


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ft-H DIRECTIONtNOlCATQft L

SIDE:L HDIRECTION

W7734I

TO CABLE COLOURS

27 Yellow with Blue28 Yellow wild White29 Yellow with Green30 Yellow with Purple31 Yellow with Brown32 Yellow with Black33 Brown34 Brown with Red35 Brown with Yellow36 Brown with Blue37 Brown with White38 Brown with Green39 tVown with Purple


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RK STOP TAIL I

KEY TO CABLE COLOURSISYellow mt!> White LH. STOP TAIL k

67

fe a-o S3 %

to

Duckhat

N.O.L"

Twent:

1JD

laa

Mobile:

"Arctic

uW

1!CAM

1sa

0

-

S

o

-

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H

Cablesan

Controljoints

s !-

!3J

"Castrolea

BrakeCab

Grease

)il

Mobilgrea,

No.2or4

"Belmoline

D

rl

olSo Stf-


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OBECTtONINDICATOR (JWP

t Blue2 Blue with Red3 Blue with Yellow4 Blue wah White5 Blue with Green6 Blue with Purple7 Blue with Brown8 Blue with Black9 White

10 White with Red11 White with Yellow12 White wit* Blue!3 White with Green14 White with Purple

29 Yellow with Green30 Ye llow wrth Purple

31 Yel low with Brown32 Yellow with Slack33 Brown34 Brow n wfth Red35 Brown with Yellow36 Brow n with Blue37 Brown with White38 Brown with Green39 Brown wrth Purple40 Brow n with Black

ODECTION MUCATOft LAI

54 Purple with Green

55 Purple with Brown56 Purple with Black57 Black58 Black with Red59 Black with Yello"60 Blackwith Blue61 Black with WhKe62 Black with Green63 Black wftft Purple64 Black wltft Brown65 Dark Green66 Light Gresir

Chassi

ingNip

etc. A

Hcondit

Duckh

HP.G.

Grease

"Castro

Medium

Mobilg

No.2o I

"Shell

Retmax

"Amb

neMGre

a 0 Oafll

Duckham'sNO

L."E.P.'

Transmission

140

I!3a

A

"Esso"Expee

Compound140

Mobilube"GX."

140

1 ilo>

51

"Sternol"

Liquid

Ambroleum

EP.140

. '2 "ij'n "o S o o"c3

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fi; 09 ii 4s f

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Duckham's

N.OL."

Twenty"

'Castrohte"

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"20

Mobiloil

"Arctic"

'Energol"

S.A.E.20

11 fc

.9 " a

a

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temperatedown

to32F.

(0C.)

Duckham's

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"Essolube"

30 Mobiloil"A"

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6 6

S a . 6 3 ?t3 3

Component

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Conditic

'DUCKHAM'S

Alexander

Dnckl&Co.

Ltd.)

"CASTROL"

Wakefield&C

"ESSOLUBE

'-Amencan

OilC

"MOBILOIL"

cuumOilCo.L

"ENERGOL"

x'sLubricantsI

"SHELL"11

Mex&B.P.L

"FILTRATE"

ardJoy&Sons

"

STERNOL"

(Sternol

00 S I S

15 White with Brown16 White with Black17 Green18 Green wft/i Red19 Green w;th Yellow20 Green with Blue21 Greenwith White22 Green with Purpla23 Green w/th Brown24 Green tvjt/i Black25 Yellow26 Yellow with Red27 Yellow Witt Blue

41 Red42 Red with Yellow-43 Red with Blue44 Red with White45 Red with Green46 Red with Purple47 Red with Brown48 Red with Black49 Purple50 Purple with Red51 Purple with Yellow52 Purple with Blue53 Purple with WhlM

IUL5IDC t

DmcCTIONJNQIC4TOR

SERIES TC LUBRICATION CHART

6,000 MILES or 10,000 KMD

6,000 MILES or 10,000 KMD

500 MILES or 800 KMB

DISTILLED WATER

6 000 MILES or 10 000 KMD

500 MILtS or 800 KMTO LUBRICATE PROPELLER SHAFTSPLINE AT FRONT END ROTATESHAFTUNTIL NIPPLE IS OPPOSITE

REMOVE HUB CAP AND APPLYCREASE AT NIPPLE INSIDE HUB

LUBRICATEPROPELLERSHAFTJOINTS


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SHAFT UNTIL NIPPLE IS OPPOSITEHOLE IN TUNNELCREASE AT NIPPLE INSIDE HUB

CHECK BEFORE START.ING ON RUN AND FILLTO LEVEL OF OVER-

FLOW

LUBRICATE PROPELLER SHAFT JOINTSAT NIPPLE FROM BELOW

CHECK EVERY MONTH ANDFILL TO " NORMAL "

TOPup

Slx

CELLS TO { INMARK ON DIPSTICK

MG Tuning and Maintenance

Documents

Transcript of MG Tuning and Maintenance