Naylor Restorations
40 Years of Classic Restorations
We specialise in the restoration of 'T' series MGs
but cover the MG range and offer complete or partial
restorations of other classic marques.
Whether it be a major or semi restoration, from a loose bracket to a complete vehicle, each restoration project is discussed in detail with the customer. Budget and time scale are determined by joint agreement of both parties.
The Art of restoration is regular communication with the customer. All projects are monitored closely with photographic records of all stages.
Contact us. We will be happy to discuss your project. No obligation.
MG TC Before Restoration
MG TC After a Naylor Brothers Restoration
Click the following topics for more information.
The MG 'T' types were built from 1936 to 1955 and consist of 5 different models; TA, TB, TC, TD, and TF.
All the T types share many features. The body is made from an ash frame skinned with steel, bolted to a conventional chassis. The doors hinge backwards, with a cutout for the elbow. The windscreen is hinged, allowing true wind-in-the-hair motoring. The fuel tank is a slab-shaped box bolted to the back of the car with the spare wheel attached to it. The bonnet is a triple-hinged gullwing type, except for the TF, which looks the same but only the tops raise, the sides are fixed. Carburation is by twin SU's, brakes are hydraulic drums throughout. The gearbox is synchro 4 speed with crash first gear (and second on TA's) and the engine a 4 cylinder ohv pushrod. Apart from the independent front suspension of the TD/TF, the technology and the styling is pre-war, a serious problem by 1955 when the series ended. Ironically, it is these very features that make the cars so endearing today.
Text courtesy of the MG Car Club
Chassis:
The chassis number is the key data for identifying your car. On all 'T'-types it is stamped on the near-side dumb-iron or chassis extension. This number should agree with the chassis number (or car number) stamped on the plate(s) riveted to the battery/tool box or bulkhead under the bonnet of the car.
For models TA/TB/TC there is no problem because these are the only prefixes used; the chassis numbers run from TA025I-3255, TB0252-0630 & TC0252-1025l. Some historians might dispute this, but it seems that the prototype TB & TC were numbered 0251 and were not counted as production cars. For the TD there is the slight complication of the TD Mark II; because this started off life as a competition version the chassis numbers were prefixed TDC. Probably because they were modified on the production line to special order, the Mk II chassis numbers occur throughout the span of the 'normal' TDs, which is from TD0251-29915. Only 1710 Mk II's were made, and of these a mere 52 were allocated to U.K. customers; all you hopefuls who register a Mk II with the MG Car Club have in many cases got a standard TD with a large clutch (see Engine Number). Remember, all genuine Mk IIs have the TDC prefix.
In the case of the TF, after two prototypes, Abingdon had to use a BMC imposed numbering system starting at 501. After 6200 TF 1250s and 3400 TF 1500s, the last TF was numbered 10100. The TF prefixes are easily decoded thus:
Letters:
HD stands for MG 2-seater in the BMC scheme of things.
A = Black, B Light Grey, C = Dark Red, E = Mid Green, P = Ivory.
First digit:
1 = U.K. RHD, 2 = Export RHD, 3 = Export LHD, 4 = North America LHD.
Second Digit:
3 Cellulose, 5 = Primer, 6 = Cellulose Body, Synthetic Wings.
The chassis stamping was TF plus chassis number (the 'TF number') whereas on the identification plate the car number was used. Thus, for example, HDE 23/10081 is a R.H.D. export model (it went to S. Africa) painted in green cellulose (it still is) and almost the last TF made (in May 1955).
Engine:
The engine should have a circular or octagonal plate riveted to either the left-hand side of the bell-housing (TA/TB/TC & some TDs), or just forward of the exhaust manifold on later TDs and TFs, on which the engine number will be stamped. The original engine number will also appear on the above mentioned car ID plate on the bulkhead, on TD's often with a prefix or suffix LHX if the engine was destined for a LHD export vehicle.
The engine number prefix varied according to the car type:
TA were coded MPJG and were unique to that model.
TB, TC, TD, TF 1250 were coded XPAG.
TF 1500 had an XPEG prefix.
Specific identity of the model to which the engine was fitted is given by further numbers and letters as follows:
TB & TC engines were simply coded XPAG
TD engines with a 7 1/4" clutch were coded XPAG/TD/
TD engines with 8" clutch (after 9408) were coded XPAG/TD2/
TD Mk II engines (but not all of them!) were coded XPAG/TD3/
TF (1250cc) engines were coded XPAG/TF/
TF (1500cc) engines were simply coded XPEG
A large number of cars with XPAG engines have had BMC replacement engines (Gold Seal) fitted. These usually had no XPAG on the octagonal plate, but instead a letter prefix (A to E have been seen) probably denoting the over-bore sizes, followed by a larger than usual number (E99794 has been seen). With replacement engines, the original number of that engine can sometimes be deciphered just above the octagonal plate, stamped on the block. Be prepared to find, however, that your engine might have started life on a Y-type!
Text courtesy of the MG Car Club
Naylor Brothers Restorations Hollins Hill, Shipley, West Yorkshire BD17 7QN England Tel: 01274 585161 Fax 01274 532772
e-mail: alastair@naylorbrothers.co.uk Web site www.naylorbrothers.co.uk