Midget 1500

I did the job yesterday and it was less of a faff, than I remember, to remove the rocker shaft. All the nuts were OK and when I refitted the rocker shaft, none of the valve clearances needed altering. I hope not to be removing the rocker shaft for some time; this was a case of the engine had done say 500+ miles since the initial start up re torque and I just wanted to make sure it was still OK. I did the 1275 Midget, for the same reason, only a few weeks ago. That doesn't need to have the rocker shaft taken off first but owing to the rocker shaft partly being held down by the head nuts, there are two torque settings involved, so in it's way just as much of a faff. It's still a lot easier than doing valve clearances on a Lotus twin cam (Elan engine).

If you are ever in the Brecon Beacons, be sure to try The Old Barn Tea Room - Brecon Beacons National Park, Wales (Roads quite narrow). It's within sight of The Brecon Mountain Railway | Steam Trains Rides South Wales (bmr.wales) . There is some great scenery in Monmouthshire, which prior to 1974, wasn't part of Wales. The Old Ross Road (B4521) is very nice and passes near (In one case right by) three castles and another good tearoom - Red Castle Tea Room | Abergavenny | Facebook (Not that I spend all my time eating cakes and tea). Prior to WW2, this road was designated A40.......it would never cope nowadays but it is the shortest route to Ross on Wye. The Forest of Dean is well worth a visit, not least Dean Forest Railway | The Friendly Forest Line , as is Goodrich Castle | English Heritage (english-heritage.org.uk) .

Plenty of scope there. Who needs a passport? Mine expires next year and I won't be getting another. Yorkshire here I come, plus a few other places, in the North, if I can fit them in. I've been as far as Orkney but just missed out some bits in between. My Morris Minor Traveller came from Manchester.

I knew I had a photo of an XK140 Coupe dashboard and in this case, it's a DHC. I took this in the campsite at Classic Le Mans......and there is one of the V8, with my tent, that is almost as old as the car. I also took one on the Mulsanne Straight. On the way there, I had allowed too much time to catch the ferry, in case anything went wrong. It didn't, so I stopped off at Beaulieu and took some photos. The M Type Midget (Spotted a TR2 or 3 behind it) is possibly the one car that could tempt me, if I had more room and money. I have the last model of Midget and the M Type was the first but that's not the reason why I like them. The Morgan might tempt me instead of the M Type. Having IFS may make it easier to drive. Waiting to board the ferry was like being at a small classic car show. I was quite taken with the blue Riley Imp. A Ferrari "Zonda" went past, heading for another terminal and most peoples' eyes were on stalks. As it was yellow, it didn't strike me as being a Ferrari and the Riley owner told me what it was. He seemed surprised that I didn't take a lot of notice of it and was dead chuffed when I said I'd much prefer his Riley (I wasn't joking).

I'd not say no to a TR6. I'm a few hundred miles to the south south west of Newcastle......but one day I'd like to visit NE England, to see the North Yorkshire Moors Railway and perhaps Hadrian's Wall, plus one or two other preserved railways. I don't intend to drive up there but driving a classic sports car could be a good way to spend one of the days.

Good to know. Just been in touch with them and they say there is no alternative to removing rocker shaft, so it's a case of doing as I have always done. After this check, I hope I won't need to do it again, for a very long time. I try to rotate the cars but would tend to use the 1500 for longer trips (Or the V8, which really excelled itself when I took it to Classic Le Mans and then further south), where it's overdrive gives it an advantage. The 1275 is great for the twiddly roads but it starts to buzz at much over 60mph. The 1275 is less highly modified and potentially the more reliable engine and since most of my trips are on local, twiddly roads, perhaps it may have more than it's share of the work....but I still leave notes in them, to remind me of when they were last used.

The XK140 Coupe had just about the nicest interior (Esp. dashboard) you could find (In my opinion) and it was a nice car (If a bit of a brutt in the wet). To the best of my knowledge, it is the only one of my grandfather's cars still about. Before I could have any more cars, I'd need more covered parking space. If I suddenly came into a lot of money, I'd retire straight away and IF I went for more cars (By no means certain), top of the list would be some kind of pre war MG, Austin 7 sports or Morgan 4/4.....the pre war Dolomite 8 was a nice piece of kit. I don't think I'd be looking for a Jaguar or Aston Martin and even less likely a Ferrari or Porsche. I wouldn't mind a Series Land Rover and a Brian James trailer. I would like to try some other cars, if they are available for hire but I'm afraid that a TR2/3/4 or Austin Healey 100/4 have a higher priority than a Jaguar. Saying that, the seats, in my Midget, were trimmed by a Jaguar trim specialist and they were done the same way as E Type seats.

When I started hillclimbing, I was more of a spectator having a go. It became a bit more involved when I had the single seater but it was still a day and more often two, of which you were in action for minutes. No matter what you planned to do, on your next run, it never seemed to quite go the way you wanted. It was good fun though and I am glad I did it when I did. Perhaps, when I found the GWR car event more enjoyable, than the VSCC hillclimb, it was because I was a participant in the former, rather than simply a spectator. The Morris is nominally the runabout but I still do more miles on the bicycle. I won't have a modern car, as they are too complex and with the usage I give cars, I'd soon end up with something for which I couldn't get bits (I don't think any current cars will develop a following when they are old). I had one brand new car but that was a 1987 Mini. There are photos of my cars on the about me section but I will add them here, plus some of my father's earlier cars and the racing cars. The Frazer Nash completed the Le Mans 24 Hours in 1951 (2nd in class with fastest lap in class at 98mph; this was before my father owned it and the reg number was different but today the car has regained WHX 225). The XK 140 belonged to my grandfather and is seen with a friend of my father's at the wheel. The Mini was my father's, seen on a trip to France in 1961. It was fitted with a Shorrock supercharger and used to tow the Cooper to events. My mother passed her test in this car.

Yes, I looked at my spare engine today (Rocker cover not done up) and the push rods are quite close.

What an excellent idea. As it happens, I have torque wrench checker (I sell some torque wrenches and it helps to make sure they are right; I once had a batch that were poor, so they went back to the supplier), so this would be one way. Don't have a crows foot though, at least not yet. I'd rather a ring spanner type one but not sure if there is such a thing. I am getting the impression that, as I have always done, people just take the rocker shaft off each time the head torque is checked. I know it's not a frequent task but I had wondered if there was another way, that would save some time. I guessed there would be more knowledge, on this forum, than others.

Perhaps the embodiment of the recent events, organised jointly, by the MG Car Club and TSSC. My very first car was a Mini and then, when I was ready for something different, it was in that period when BL had dropped all their sports cars, so I felt it was time to get one and hold on to it. I considered all sorts of cars, including some of the older MGs and a Morgan 4/4. I went to Silverstone, to the MGCC meeting, so that I could have a better look at what was what. Whilst there, I saw a very tidy 1275 Midget, of the same type as my father left me (Only it was maroon and slightly newer I think). It was for sale at £1800; a bit more than I had saved but I felt I would get a better Midget, for my money, than an MGB, MGA or Morgan (Scruffy 4/4s were going for £2000 in those days). When I got home, I told my father that I felt it was to be a Midget. He had suggested I get a new MG Metro but I didn't really fancy that, so he said get as new a Midget as possible. Some of the 1500s had already been mothballed, due to MG having been closed but they were going for more than I could afford. My father had a point, as many 1275s would just have been used and abused, often being sold to fund weddings (Mine was twice) or simply to buy a bigger car. I didn't buy my car as a stop gap. My father was never happier than when on the lookout for a new car (I mean both new or just new to us) and soon spotted a tidy 1500, in the regional newspaper. It was more money, than the maroon 1275 but the vendor was getting married and took my Mini in part ex and my father lent me the the difference, between what I had saved, plus the Mini, to buy the Midget. It's funny how I should have also ended up with a round wheelarch 1275 all these years later. During the late 1980s, I stripped, modified and rebuilt the car, the way I wanted it (By this time, my father had acquired another V8, with 32000 miles on it; he had had a new one in 1974). I knew Spitfires had overdrive, so this was something I fitted to mine. My father had been a hillclimber, using such cars as a Frazer Nash (For whom he had worked), Lotus 7, Cooper JAP and Lotus Elan. I suppose it was inevitable that I should want to have a go and the Midget was given a bit more go, toward that end. My first hillclimbs were on a bicycle and I was more successful on that, than I was on four wheels (I once set a new hill record, at Prescott, on a bike and am one of a select group to beat the late, great Roy Lane, at Prescott......but never on four wheels). Up against "Locaterfields", I was always going to be tail end Charlie, though I once managed to beat one Westfield in the wet. In the mid 1990s, my father decided to have a final crack at it and we shared a Jedi 500 for a couple of seasons, before my father decided to alter it. My father had one or two unfinished projects, the Jedi being one of them. It seemed to lose momentum and eventually was sold to make room for the 1275 Midget. I never managed higher than 3rd place, at a national meeting and a couple of firsts, in club meetings, with the Jedi but I was lucky on each occasion!!! Since those days, time has always been too short and I have just partaken in the odd classic car run or car show. I went through a phase of fancying a VSCC car (Such as an MG M Type Midget or Austin 7 Nippy) but that passed and the last time I went to a VSCC event, I seemed to get a tad bored. A few weeks later, I did a classic car show at the Gloucester Warwickshire Railway and on the way home, realised, with a shock, that I enjoyed it more than the VSCC Prescott. Times change. Since then, my father became ill and then died and we have had the pandemic, so there has been little opportunity for anything other than the odd drive out, perhaps stopping for afternoon tea. My father wanted his remains taken to Prescott, in an open car, so I used his Midget. I picked a fine day and considering what I had to do, it wasn't so bad; I even did one last slow run up the hill. I don't tend to plan things too much and only enter car events on the day, if I can and if the weather is good (I regard weather forecasts as mendacious claptrap). I've had more than my share of wet weekends!! I said, when I finished "My" Midget, that was it, so far as projects were concerned. It's not quite worked out that way. I don't mind the work but it is still only a means to an end (I think my father enjoyed the work more than the results). I am finally getting on with the work I want to do to my Morris Traveller and when that is finished, we'll open the bottle of champagne (If I was thirty years younger, I might fit my spare 1500 engine and overdrive gearbox to it, which I think would really suit the car but since it has a good 1275 and Ford Sierra box, I will leave it as is). I can't remember when, how or why we obtained it but the end of the final project seems like a good reason to open it. The Morris is my oldest car and I hope I can drive it when it's 100 years old. It's younger than me, so a tall order but not so tall as driving "My" Midget, which is fourteen years my junior!!! I don't know why I never had a Triumph; my family had always had MG and BMC cars (There had been some other makes). I don't want any more cars but I would like to try some more cars (But by hiring, not buying). Triumph TRs seem to be commonly hired out by firms who hire out classic cars and I'd like to try a TR2, 3 or 4. I'd not say no to any of them but I rather like the idea of that big lusty Four. I know it made a very nice car out of the Morgan Plus Four. My father's first car was an MGA, so I'd like to try one of those and I quite fancy trying an Austin Healey 100, preferably the 100/4. I have driven a Lotus Elan and a 7 (Great up Prescott but a horrible road car), plus a Mini Cooper S.....MG Magnette...the most "Different" were the Reliant Robin and Rochdale GT. I don't think anyone hires out pre war MGs, though that reminds me that I once had a ride up Prescott in a Type 37 Bugatti ...... and a Dutton Phaeton V8 (That held numerous class records, at various venues, at the time).

It's the rocker shaft I was asking after. A few years ago, I fitted a new camshaft and de coked the head at the same time. I have a TH5 cam and they didn't seem to be very durable. It appears that they are often re profiled cams and this is the reason. The new one came from Jigsaw Racing (Mark, who has retired, due to ill health, was most helpful) and it is made from a new billet. For various reasons, I don't suppose I have done 500 miles since (Last year, I used it just once). The head was re torqued (I know the valve clearances have to be re checked when this is done), after initial running but I was thinking about doing it again, before I take it out this year. It just occurred to me that it would be quicker if I didn't need to remove the rocker shaft as part of the process. This is my first post and it seems to have ended up in the wrong section. Can it be moved to the engine section?

One of my MG Midgets is the one with the Triumph Spitfire engine (In my case, it is a Toledo 1500 engine, fitted under warranty, when the original engine seized up). I've owned the car since 1984 (But met the second owner of the car, years later, who confirmed why it has what I knew to be an engine originally from a Toledo) and during the intervening years, have carried out numerous alterations, such as fitting an overdrive box. The very first item was an oil cooler, as the suspension cross member obscures the sump and the Midget 1500 was apparently more prone to engine maladies, than the Spitfire 1500 (I am sure the lack of overdrive will have made a difference). Is there any special tool, that allows you to cheque the head torque, without removing the rocker shaft? I know there are crows foot devices but you have to be careful how you use those or else the torque is modified. Many years ago, I had a VW Golf GTI and there was a long socket, with an open side, which was used for tightening up the nut on top of the front suspension (An Allen key held the bolt steady, which was actually the part of the shock absorber and the Allen key went in through the side of the socket). Something similar could work on the Triumph engine. As I type this, I have just remembered that I have a VL Churchill tool catalogue (It's years since I looked in it), though none of it is now going to be available. I'd be interested to know if there is a way of checking the head torque, without removing the rocker shaft? It's not something I do all the time but it would save a bit of time when I do!!