1933 L2 MAGNA REBUILD
PART FIVE
The car attracted a lot of interest in the
large display marquee (see photo) and it
was good to talk to fellow Triple M owners
and to those who either aspired to Triple M
ownership or who were just curious to
learn about 1930s MGs.
One incorrect detail which I had drawn
to my attention (of which I was already
aware) was that there should have been
provision made in the inner rear wheel
arches to stop the back plates from fouling
On Display at Silverstone International the wheel arch. However, that is how the
I had been asked to trailer the car to Silverstone to form part of the display of the L2s – body came to me and I had in fact
“make sure you get the car to Silverstone early on Thursday” said Triple M Secretary, experienced this problem on my J2 when I
George Eagle. Easier said than done thought I as my trailer, carefully hidden away in the fitted 12" brake gear. To overcome the
wilds of Monmouthshire, had mysteriously disappeared, probably never to be seen again. problem a tad was taken off the threaded
Various feelers had been put out to borrow a trailer and one suggestion to avoid borrowing end of the brake pivot pins and thinner nuts
one by towing the car with a sacrificial (being towed) volunteer perched on a makeshift seat used to give the necessary clearance, albeit
(orange box?) doing his best to appear as if he was in complete control of his destiny, was only by a ‘whisker’.
considered a trifle challenging even for hardy MMM types. When I started out on the rebuild I was
In the event, a trailer was borrowed from a friend and the journey to Silverstone was anxious to keep it on track. Unfortunately,
pretty uneventful. due to a variety of reasons, this has not
been possible.
In Part Three of this series of articles,
John James made reference to a ‘rule of
thumb’ regarding the time and cost involved
in restoring a Triple M car – “if you do things
properly, it will take you at least three times
as long as you thought it would and
probably cost twice as much as you
bargained for”. Well, I am still hopeful that it
will not take three times as long (remember
my original target was to finish the car in
time for the 75th Anniversary of the L Type)
and as for costs, it’s probably best not to
dwell on this subject!
A couple of months after Silverstone the
car was taken down to Bob and Charles
Jones’ premises in Shaftesbury where it
would reside to have the engine, the
supercharger installation and the ENV pre-
selector gearbox rebuilt and then fitted.
Progress has been made on the engine and
the ENV box is ready for fitting. However,
problems are currently being experienced
in sourcing an HV8 SU carburettor for the
supercharger and this is unfortunately
holding up the job at present.
www.mgcc.co.uk NOVEMBER 2008 Safety Fast! 33
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