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An introduction to me and my MG BGT
Having recently got my garage sorted and having sold my Austin Apache I decided the time was ripe to get back to modifying classic cars. I had previously owned a 1965 Roadster in South Africa, which I had sold prior to emigrating to the UK in 1994, so thoughts turned again to the MG badge, especially as six months previously I had bought a new MG ZT.
At this stage in November 2002, with a 3yr old daughter, I figured a Roadster was out of the question, which softened the blow that my wife had dictated my available budget as suitable only for rubber bumper BGTs...which isn't to say that they are no good, frankly, I had always had a fondness for a black GT with rubber protrusions!
So the hunt was on, and after a bit of research, Black Betty was found at a dealer on an airfield at Tockwith in Yorkshire. I was assured all was in order with current ticket, and that the o/s sill would be done prior to collection. The car was first registered in 1980, and had 7 owners, the 6th having spent a fair bit according to the pile of receipts, but more importantly, the receipts dating back to 1980 showed regular waxoyling. At some point the car had resided in London, the South West, West Midlands, and latterly, in North Yorkshire.
So one wet and windy Friday evening I collected the car and drove it home, only to discover the first job on my list would be the replacement of a leaky fuel tank ("They all do that, Sir!" as I was to discover with various other jobs, too!). The second thing was that Webasto roof leaked! I had carefully sought a car with a sunroof as I am a fan of the open roof, but in this instance, hindsight would prove this to have been a daft move! Too noisy, insecure, and leaky!
With the help of a good friend, Geoffrey Swales, the tank was duly replaced, and the car given a thorough service. A few additional items were dealt with, such as replacing the tired original embossed door trims, and the fitting of a few choice 'Bling!' bits for the interior from the MGOC.
By March 2003, it was fast becoming evident that either the clutch was gone or the gearbox needed major surgery. At this stage, and even until as recent as August 2005, I was unaware that my car sported a common modification, the cut-and-shut of the brace across the transmission tunnel, which enables the gearbox to be dropped from underneath the car. So, being aware that normally the clutch can only be changed by just lifting the engine, I opted for the "easier" route of lifting the entire engine and gearbox in one, again with the help of Geoffrey, and a borrowed engine hoist. The assumption was that if the gearbox was faulty then it was already out. However, on splitting the two, it was apparent the release bearing was past its prime! Compare the original on the left to the new one on the right!
Of course, not knowing when to leave well alone, I duly stripped the engine, and ended up having it rebuilt by Bradbury's Engineering in Loggerheads, nr. Market Drayton. They did a superb job, over-boring to 1860cc, fitting a 714 cam, balancing it all, and doing a stage 2 unleaded head.
Whilst awaiting the engine, and front cross-member, I removed the front wings thinking I could deal with the rust around the headlights! Bad move! The o/s was fresh from the sill job 4 months earlier (although it transpired that this was a botch job that yet needs sorting), but the n/s was shot! At this point I met Phil Earl, who became a regular companion in the garage helping me with my rebuild. Thanks are also due to my good friend, Hugh Lundin, for assistance with refitting the engine and burning the cam in and setting up the carburettors (below). The car temporarily sported a set of fibre glass front wings as I had mistakenly assumed these would be a cheaper alternative to metal ones - no! One small problem occurred during the engine run-in, a core plug blew out the back of the engine, but Bradburys Engineering were quick to rectify this using a simple, yet effective trick to avoid lifting the engine out - the bolt and brace methos across the engine plate!
Having got the engine and cross-member back in (June 2003), I found a local body shop that was happy to take on the job, and allow me to supply the panels. The promised two weeks for the sill ended up being 6 months, during which time Phil's GT became a regular guest in the garage. By December 2003, I had near enough got a solid car again after a new n/s sill, new rear lower half wings both sides, a replacement driver's door, and new-ish second hand front wings, with numerous small welding jobs being done where necessary.
The car came home in January 2004 whereupon I fitted a Sebring rear valence, and started preparing for a spray job.
Second big mistake! I thought I could tackle the respray, having done my Austin Apache many years ago, badly, but I thought, lessons learned...I can only do a better job this time. No way! Firstly, it was too early in the year, secondly I applied too much body filler, and thirdly, I was too impatient! In the meantime, progress ground to a halt whilst I helped Phil fit his new engine which was preparatory to fitting his supercharger. A visit to South Africa on business/holiday delayed progress a bit further, but by May 2004, I had pretty much covered the car in black paint!
And so June 2004 saw a refit of the car bodywork with the assistance of Geoffrey (Phil had moved to Bath by this stage). Subsequently the car went for its MOT in June 2004 and was legally allowed out on the road for a full shakedown - literally (the toe-in was set too much at 10mm and caused severe steering wobble). Prior to the MOT I had fitted lowering blocks on the rear springs, which made the handling a little twitchy, so in August 2004, along with fitting reconditioned rear lever arms, I removed the rear anti-roll bar which improved the handling.
Since then, the car has performed pretty much impeccably, albeit with a few minor hiccups along the way, sorting out a distributor problem, fitting reconditioned SUs, fitting a mappable electronic ignition, restoring the RO-styles and fitting decent tyres with tracking set correctly. Also, at the last MOT, I replaced the kingpins, and fitted stiffer, lower front springs.
The car has twice been to Silverstone (2004/5), to MGOC's Swavesy head office, several work trips to Birmingham, Hereford, Gloucester, Swansea and as far north as Aberdeen, and has racked up >8000 miles. This also included a trip to Harrogate to the Northern MG nationals this year, as well as to Cholmondley and Tatton Park for the regular twice-a-year classic car shows, and any other excuses to get out in the car.
There's still much to do, such as new seats, fitting Halogen headlights on relays, a reconditioned axle and prop-shaft, and possibly, a cross-flow head. Oh, and sorting out the o/s sill, and doing a better spray job!
More photos in the Gallery...
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