Wilsons Sandbox

Just for the record, I would love to see any cars or parts for sale that
are relevant to this list - as well as a note if something is on ebay.

Tony Bruno

The restoration of my '47 TC is nearing completion with a few items left
over for sale. I have a Moto Lita steering wheel with a TC hub (Moss), a new
set of side curtain bags (Moss), a restored original ignition switch, 2 air
cleaners, 2 chrome "D" tail lamps, one split lens "D" tail lamp, a tool kit
roll with an MG emblem, and a set of wheel knockoffs along with the spare
wheel knockoff nut.
I would like to sell these items to members of our group before placing
any of them on e-bay. If interested, please e-mail me and I will send a photo
along with details and suggested prices.
Thanks, Ben Cordsen, TC 4260

A friend has some 'M' type engine spares and MG hub caps for sale. Please
contact me off-line for details if interested.
Cheers,
Dave
Aberdeen
TC9964

Pre-War owners:

I have two Lucas FT57 "Foglamp & Anti-Dazzle Passlight" that I no longer
need. They have been rechromed and are complete and in show condition. Please
contact me off-line if interested.

Windom Estes
Pebble Beach, CA

Hello: I am offering the following MG T-Series parts for sale at greatly
reduced prices before I list them on e-bay. All parts are used unless
otherwise noted. All prices are FOB Sedona, Arizona. I can deliver any
items to the Vintage MG Club swap meet on November 24th.

1 XPAG late block with main caps. new .060" bore. #31927 $400
1 Late Cylinder Head, w/ valves, springs, etc. 2.936" thick $250
1 Early "banana" Cylinder Head w/valves., etc. Std thick. 3.025" $160
1 TC Flywheel $95
1 TD 7-1/4" Flywheel $95
1 Late TD-TF Flywheel $95
1 Early TD sump (Pan) w/ baffle & pickup NEW $145
2 TD Valve Covers Each $20
1 TF Valve Cover $25
11 Main Bearing Caps-Assorted The Lot $75
2 Push Rod Cover Plates Each $20
2 NEW TD-TF (MG factory) Reverse Gears (MM Price-$172.65) $65 Each
1 TC Differential less carrier assembly $75
1 TC Ring & Pinion Gearset. 8/41 (5.125:1) $250
1 NEW TD-TF First Motion Shaft. (Moss Motors price-$580) $225
1 NEW TC Starter Armature $100
1 Gearbox. Late TD-TF. Rebuilt by Al Moss.. Complete with
clutch housing, remote, etc. Painted. Gear lever rechromed
Guaranteed. Priced to sell $1495
And, Last but not least. I have a bunch of used TD-TF gearboxes
and parts which MUST go. There are 3-plus boxes, some apart,
plus scads of misc gearbox bits. NO REASONABLE OFFER REFUSED!

Al Moss. Sedona, Arizona

Hello out there in MG land,

I have a quick question: Is there a combustion chamber volume or shape difference in the various heads between the earliest XPAG (TB) and the latest XPEG (TF 1500)?
I have been told by a fellow who has a Marshall supercharger that you must use flat top pistons in the early engines if you want to put a huffer on the engine because of smaller combustion chambers. He claims that the later engines (late TC and up) had larger chambers, hence the "pop-up" type raised dome pistons used, which can be used with the blower.
I can find no evidence of what he says; do any of you know definitively?
Best,
Ray


The moving finger writes; and, having writ, moves on:
nor all your piety nor wit shall lure it back to cancel half a line,
nor all your tears wash out a word of it.
OMAR KHAYYAM




[Non-text portions of this message have been removed]

Huh?

I always thought ALL (regular) XPAG/XPEG's had flat top pistons. I'
ve heard (read) that MG's hot rod parts bin included "pop-up" 12 to 1
pistons, but never saw any.

Don
TC 7993

>From: Ray
>To: Racermoss1@aol.com, mgtabc
>Subject: Re: [mg-tabc] Parts for sale
>Date: Sun, 22 Sep 2002 22:15:28 -0500
>
>Hello out there in MG land,
>
>I have a quick question: Is there a combustion chamber volume or shape
>difference in the various heads between the earliest XPAG (TB) and the
>latest XPEG (TF 1500)?
>I have been told by a fellow who has a Marshall supercharger that you must
>use flat top pistons in the early engines if you want to put a huffer on
>the engine because of smaller combustion chambers. He claims that the
>later engines (late TC and up) had larger chambers, hence the "pop-up" type
>raised dome pistons used, which can be used with the blower.
>I can find no evidence of what he says; do any of you know definitively?
>Best,
>Ray
>
>
>The moving finger writes; and, having writ, moves on:
>nor all your piety nor wit shall lure it back to cancel half a line,
>nor all your tears wash out a word of it.
>OMAR KHAYYAM
>
>
>
>
>[Non-text portions of this message have been removed]
>
>
>
>
>Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/

_________________________________________________________________
Chat with friends online, try MSN Messenger: http://messenger.msn.com

Is there a combustion chamber volume or shape difference in
the various heads between the earliest XPAG (TB) and the
latest XPEG (TF 1500)?

No, unless the volume might be slightly different due to the
larger valves used in the later engines. AFAIK the only
differences between the earliest and last bare head are the
valve sizes, head thickness, and the shape of the water
holes in the deck. The later heads are thinner to allow a
higher compression. (Factory milled not a casting change?)


I always thought ALL (regular) XPAG/XPEG's had flat top
pistons.

I agree as that's been my experience on four different
engines.

G'day
Blake

Ray wrote:

> I have a quick question: Is there a combustion chamber volume or shape difference in the various heads between the earliest XPAG (TB) and the latest XPEG (TF 1500)?

None, that I can see. I just compared a TF 1500 head to an early TC
banana hole head.

> I have been told by a fellow who has a Marshall supercharger that you must use flat top pistons in the early engines if you want to put a huffer on the engine because of smaller combustion chambers. He claims that the later engines (late TC and up) had larger chambers, hence the "pop-up" type raised dome pistons used, which can be used with the blower.

You would only want to use flat top pistons whenever you supercharge an
engine. The high domed, or raised head pistons, were available
aftermarket, in two combustion ratio versions. These were fine with
unmilled, or little milled heads. Probably most heads today would
already achieve the combustion ratio that these pistons were designed to
do.
John Seim

On Sun, 22 Sep 2002, Ray wrote to Racermoss1@aol.com and mgtabc:

> I have a quick question: Is there a combustion chamber volume or shape
> difference in the various heads between the earliest XPAG (TB) and the
> latest XPEG (TF 1500)?
> I have been told by a fellow who has a Marshall supercharger that you
> must use flat top pistons in the early engines if you want to put a
> huffer on the engine because of smaller combustion chambers. He claims
> that the later engines (late TC and up) had larger chambers, hence the
> "pop-up" type raised dome pistons used, which can be used with the
> blower.

Your informant is misinformed. All TB, TC and TD heads have the same
combustion chamber volume, even though the casting itself was redesigned
part way through TD production. There is no such thing as an "early TC"
head versus a "late TC" head.

The TD Mk II and TF heads were factory milled to give a slightly higher
compression ratio, so their combustion chamber volume is slightly smaller.

The standard XPAG pistons are flat topped. Domed or "pop-up" pistons were
available from several aftermarket suppliers.

The deciding factor when fitting a supercharger is not whether or not the
head is late or early, and not whether the pistons are flat or domed.
What matters is what the compression ratio is. Back in the bad old days,
racers trying to get maximum horsepower out of the XPAG ran supercharged
engines with insanely high compression ratios. For a reliable
supercharged street engine you want to keep the compression ratio fairly
low.

--
Chip Old 1948 M.G. TC TC6710 XPAG7430 NEMGTR #2271
Cub Hill, Maryland 1962 Triumph TR4 CT3154LO CT3479E
fold@bcpl.net