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Cars for sale / 1967 MGB roadster
« Last post by amgba on April 15, 2021, 11:47:25 PM »
1967 MGB. Originally a Texas car, used lightly and garaged in upstate NY for the past 30 years. Starts and runs well, 4-speed, stainless steel exhaust and alloy wheels, otherwise a restoration project. $1000 firm to a good home. More pictures available.
Cars for sale / 1967 MGB
« Last post by amgba on April 15, 2021, 11:46:16 PM »
1967 MGB. Originally a Texas car, used lightly and garaged in upstate NY for the past 30 years. Starts and runs well, 4-speed, stainless steel exhaust and alloy wheels, otherwise a restoration project. $1000 firm to a good home. More pictures availabl.
I have promised our MGB customers some stories about the origins of the MG marque and so I began researching them. But here is my effort to explain how the MG was developed. Because it is such a complicated story, I am going to have to do it in installments. I have also included a list of books and web links that I used for research, so you can read more about the subject.

Karen Border, TRF Publications
The Roadster Factory
Sales Dept. Phone: 800-234-1104

INSTALLMENT 6. THE MG EX120 and EX127 Speed Trials

I am continuing the History of the MG Marque with Installment 6, the EX120 and EX127. The last installment included the MG C-type and MG D-type cars and I mentioned that the C-type was derived from the record speed-breaking prototype EX 120. Following the success of five MG M-type cars at the 1929 Double-12 Hour event at Brooklands, The MG Car Company wanted to gain some publicity by making a car that would reach or exceed 100 mph before one of their competitors, Austin, did.
In 1929, J. A. Palmes, the director of Jarvis & Co. (MG sales agents at Wimbledon) and Captain George Eyston, a record-setting driver, went to see Cecil Kimber to see if he would be interested in creating a record-breaking speed trial car. Kimber was already working on a record-breaking car, which was designated as the MG EX120. Eyston liked what he saw, and felt that they could set the record for the class H for cars up to 750 cc. To achieve this, they reduced the capacity of the M-type engine from 847 to 750 cc. They gave the car a modified chassis and gave the car a streamlined, boat-tailed body. Hubert Charles had modified the rear suspension by mounting the rear axle leaf springs using pivots at the front end and mounted the back into sliding trunnions rather than the more common shackles. This improved the axle location and helped the car handle better. The EX120 was also fitted with larger brakes and a four-speed gearbox. Hubert also experimented with valve timing to give the engine more power.
Eyston and his engineer Ernest Eldridge took the EX120 prototype car to Newmarket for road tests because Brooklands was closed for the winter. Eyston tested the car on a straight road and the EX120 achieved 97 mph. Eldridge took the car back to the MG factory Abingdon and the compression ratio was raised. On December 30, 1930, Eyston drove the car at the Montlhéry track near Paris and captured three Class H records. The car achieved speeds of over 87 mph for 100 km before a valve broke. An Austin 7 with a supercharger had achieved 97 mph. Eyston and Kimber still wanted to achieve 100 mph, so they decided to fit a supercharger to the car. They fitted a Powerplus supercharger which was designed by Eyston.

On February 16, 1931, the EX120 reached a speed of 103.13 mph for 5 kilometres and 101.87 at 10 miles and became the first 750 cc car to exceed 100 mph at Montlhéry. To celebrate this success, Kimber created a racing replica of the EX120 and called it the C-type Midget, or as it better known the Montlhéry Midget. It was available with or without a supercharger. You can read about the C-type MG in Installment 4.

In addition to the speed records above, Eyston wanted to see if he could hold a speed of 100 mph for an hour. In December 1931 he took the EX120 back to Montlhéry and ran 100 miles at an average speed of 101.01 mph, but soon had a problem! When taking just one extra lap the engine caught fire. Eyston steered it into the infield all the while sitting on the tail of the car. The speed slowed to around 60 mph and then before the car hit an embankment, Eyston jumped off the back. He rolled as he fell, a technique he learned while riding horses for fox hunting, and made a landing without getting seriously hurt! (Some sources say he jumped from the cockpit and not the tail of the car.) However, he did suffer burns. A French test driver in a Citroen saw the wreck and carried Eyston to his car and took him to a hospital. In the meantime, the MG mechanics came to the wrecked car and were confounded when they could not find Eyston. Wikipedia then says that Eyston filed a patent for fireproof asbestos overalls. If you click on this link, you can see a photo of Eyston in EX127 wearing his asbestos suit. William Morris, Viscount Nuffield is standing second from right behind the car.

EX120 was set aside and the EX127 was built by Reg Jackson with Eldridge supervising. It had a low drag and the transmission was offset seven degrees to the left and the driver sat beside the driveshaft. The driver’s seat was only 6-inches off the ground. The streamlined body of the car was very narrow, only wide enough for Eyston to get into. They gave the car a specially tuned C-type engine. In September 1931, Eldridge drove the car at Montlhéry, as Eyston was still recovering.. Eldridge did 5 kilometers at 110..28 mph. To see a photo of the EX127, please use this link: .
When Eyston was fit again, he oversaw the installation of a Powerplus supercharger that was driven by pinion instead of a chain into the EX127. He went on to drive it at Montlhéry on December 22, 1931 and the car achieved 114.77 mph and took four records. Eyston wore his asbestos overalls. The EX127 was called the Magic Midget.

The car went on to more speed trials at Pendine Sands, and achieved 122 mph but that timing was not official. The official mph was only 118.39 mph. The cockpit was enclosed and they set out to break some more records at Montlhéry. In 1933, with Bert Denly to help Eyston with the first 12 hours of driving they finally made the 120 mph goal that Kimber had asked for. They also raced a Sports J3 with Tommy Widsom co-driving, and they took all Class H records up to 24 hours. These records were unbroken for several years. Eyston broke some sprint records as well, with a speed of 120.56 mph.

In 1935, EX127 was sold to Bobby Kohlrausch and he went on to get a 140.6 mph on a flying start mile on an autobahn.
Use this link to see a photo of Captain Eyston at the wheel of the MG EX127. William Morris, Viscount Nuffield is standing second from right behind the car.
Great Marques M.G., by Chris Harvey, 1983
MG Past & Present, by Rivers Fletcher, 1985
MG by McComb, by F. Wilson McComb, Revised Edition by Jonathan Wood, 2004
News and Announcements / Meet the New Members!
« Last post by amgba on April 11, 2021, 12:16:35 PM »
This topic highlights some of the new members that have joined the club (not the message board) recently and is the same list that appears in the latest printed Octagon club magazine. Welcome to the Club! Recent members may appear in a subsequent topic.

Vincent Mulcahy, Ithaca, New York
Vincent has a white '67 B roadster.

Thomas Piontkowski, New Berslin, Wisconsin - Thomas has a white '78 B roadster.

James V. Verraster III, Naples, Florida
He has a '7 white B roadster.

David Okerlund, Worcester, Massachusetts

Joseph Jablonski, Orchard Park, New York

Stephen & Debbie Lea, Madison, Wisconsin -They have a '75 red B roadster.

Victor Maxwell, Columbus, Georgia

Marvin Baker, Garner, North Carolina
Marvin has a '77 green B roadster.

Dr. Will Roberts, Bristol, Tennessee
He has a '78 maroon B roadster..

Bob Snell, Pittsfield, Massachusetts

Peter Hallett, Chester, New Hampshire
Peter has a '73 blaze B-GT.

Christopher Silvestri, Holly Hill, Florida

John & Janet Wadsworth, Iowa City, Iowa
They have a '64 B roadster.

Allan Tavss, Miami, Florida
He has a '74 blaze red B.

Dr. Newelll Canfield, Upland, California
Dr. Canfield has a blue '74  B roadster. 

Jonathan Stumph, Pelham, Alabama
Jonathan has a '70 white MGB-GT.

Jim Watson, Maryville, Tennessee
Jim has a '63 B, '66 B, '74 B-GT, 2 MG-TDs, '60 Morgan +4, '76 Morris-Minor Traveler, '62 Austin-Healey Sprite Mk II, '52 Triumph Mayflower and a '58  MGA coupe.

Alan Hayward, Mason City, Iowa

Ronald Sorrill, Liberty, Illinois

Curtiss J. Umstead, Marquette, Michigan
Upcoming Show Announcements / Sept. 10-12, 2020 - British Invasion XXX, Stowe, VT
« Last post by amgba on April 10, 2021, 07:34:19 PM »
British Invasion XXX, Stowe, VT.
Restoration Discussion / Re: numbers matching?
« Last post by Art on April 08, 2021, 09:49:09 AM »
Other than the trans (with the 4 speed OD unit being a very good upgrade!), sounds like you have a very original early MGB that has a long family history.  Very nice!

The 'GHN' number is definitely the VIN.  See if you can identify the missing number that should be after the 'N', but from what you've identified, it is almost definitely a '3' for the Mark I series.

The Facebook site will probably get more responses than here, but please write on your progress with it and post any questions for any of us to respond to.

Hope to see you on the road.

Safety Fast!

42nd Annual MGs on the Rocks, Rocks State Park, MD. .
Restoration Discussion / Re: numbers matching?
« Last post by march2021 on April 07, 2021, 04:36:47 PM »
Thank you very much. I had the original registration from 1966 from my father in law. He was supposedly the 2nd owner. He rebuilt once and restored once, and it is likely the front wings were replaced.  It is possible the VIN on the registration was copied wrong years go and maybe it is a commission number.  I will look some more.

The car is metal dash, PCV mushroom, pull handles, HS carbs, no smog. The engine is original 3 baring main, but a later 4 speed overdrive backs it up. I am working on the vacuum solenoid now.
Cars for sale / 1971 Right-hand British MGB roadster
« Last post by amgba on April 06, 2021, 11:42:53 AM »
1971 Right-hand British MGB Roadster. $4,000 Engine rebuild by BMC, Minnesota 2009, 1995cc, performance camshaft and pistons, performance exhaust manifold, twin SU carbs. Rebuilt brakes and lines. Black leather. Rollbars. Dunlops on 15" minilites. Paperwork for 50 years of faithful service. Returning to UK, yours for $19,500. .
General Discussion / Re: Eastern Iowa MGB help
« Last post by Art on April 05, 2021, 09:00:28 AM »
Hi John,

Welcome to the club!  You can ask questions here as well, though I'm sure more members now use Facebook these days.  I (and maybe some others) are still "old school" and don't have Facebook accounts.

To Frank's question, I'll assume when you said 'pay with Jeeps' you meant 'play', right? 

Well, in terms of the engine, they are pretty similar.  Older Jeeps and MGBs both have these agricultural type OHV pushrod type Inline engines of similar configurations.  The MG has a 1.8L I4; the Jeep CJ series 2.2L Hurricane or 2.5L Iron Duke I4 are very similar.  The 4.0L inline 6 cylinder is also a similar configuration, just 2 more cylinders in the middle.  Older Jeeps (pre-EFI) have single downdraft carbs where your 64 B has twin side-draft SU's.  A different experience, but not completely daunting.       

Both also have similar rust issues, but the B is a monocoque body construction, so does not have a full chassis as the Jeeps do.  Watch for structural issues, particularly at the sills under the doors.  If there's heavy rust there, that's a specialist job to repair and costly to do properly.  Before doing anything, make sure the shop knows these cars!  Ask about recommended local shops and about a club near you on the Facebook page, as Frank had suggested. 

You'll find MGBs about as well-supported with parts and upgrades as Jeeps.  Get yourself a whole bunch of MGB parts catalogs.  Moss Motors, The Roadster Factory, Little British Car Company and others have great diagrams, assembly views and descriptions that can help you identify what you have and/or need.  Though just bought and absorbed by Moss Motors, The old Victoria British catalogs have great sketches and views that are a help with this (most of us still have several old copies of that, so just ask if you want one).  All the catalogs are also available on-line.  Some parts are no longer available, but there are usually alternatives offered on mainly mechanical parts, but also for body and trims as well.

Hope that helps you getting started.  Write anytime.

Safety Fast!

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