Description
MG A ROADSTER – A260 MAN – Detailed Specification
ENGINE – Originally 1588 cc (the most desirable block) now over bored by +0. 002” as part of rebuild, with new pistons and rings etc. Core plugs removed and water galleries cleaned out. Fully balanced Engine components, Crankshaft, and lightened Flywheel. Uprated Piper 285 Camshaft and followers fitted. Fully Gas-flowed
Cylinder head with Larger 43mm (1. 7”) Polished Inlet Valves and Phosphor Bronze Vale Guides, Toughtrieded, lightened Tappet’s, Duplex Timing chain, Special head Bolts and Nuts. Dyno tested showing 105BHP.
CARBURATION & EXHAUST – I have always preferred Weber Carburettors as don’t need adjusting once correctly jetted and they also give a more instant response by virtue of the internal accelerator pump – therefore in 2003 I fitted the car with a Twin Choke Weber 45 DCOE Carb, aluminium manifold and air filter. The Exhaust Manifold is a 3-2-1 Branched Sports Manifold leading into a Stainless-Steel Exhaust with stainless-steel sports silencer.
COOLING – Engine water Galleries cleaned out and new core plugs fitted, The Radiator was replace with the 4-Row higher efficiency type and the Oil Cooler replaced with the larger 16-row unit mounted under the front radiator duct (to avoid restricting air flow to radiator), An automatically thermostatically controlled Kenlowe Electric Fan (with manual override switch) is fitted in addition to the standard fan. New Air Duct Tubes fitted for heater and air flow to carburettor intake.
TRANSMISSION – Up-rated MG B Diaphragm Clutch with roller Thrust Bearing and MG B type improved linkage. Ford Type Nine 5-Speed gearbox with “Shortshift” gearstick. Giving ratios as follows: 1st -3. 65, 2nd-1. 97, 3rd-1. 37, 4th-1. 00, and 5th-0. 82. These ratios give a good get-away with relaxed cruising at 70MPH requiring only 3, 500 RPM from the engine and top speed of slightly over 100 MPH.
REAR AXLE – The rear axle is standard for model and was completely overhauled with new bearings etc as necessary. Crown wheel to Pinion Ratio is 4. 1.
STEERING – The stand steering rack (which is a fairly “Quick” rack was overhauled and gives good responsive, positive steering with no play. Steering Wheel fitted is a Moto-Lita type (which I prefer) but the car comes with the original steering wheel as well.
SUSPENSION – complete overhauled as follows: New 485 lbs Front Springs and spacers Retempered Rear Springs with extra leaf and MG B Nylatron Bushed. Drop links renewed. Shock Absorbers replaced with new/ reconditioned and fitted with 20% higher rated insert valves. Front Anti-roll bar increased to 0. 75” and bushes to suit.
BRAKES – Brakes have been completely overhauled with new Discs, Callipers, Slave Cylinders etc, together with the addition of an In-Line Servo Unit. Brake pipes renewed and re-routed where appropriate for better protection, Mintex M1144 Pads fitted.
WHEELS AND TYRES – All wheel bearings and hubs were replaced, and the original wire wheels were replace with MG C – 5 J – 72 spokes Chrome Wire wheels which are a lot stronger than the original 48 spoke 4J wheels and also allow the fitting of better tyres without altering the appearance of the car. The Tyres fitted to all wheels are Avon 175x70x15 CR6ZZ giving superb grip in all weathers and a very comfortable ride.
ELECTRICS – All Electrics are in good working order, Starter Motor and Dynamo were rebuilt with new brushes and bearings as necessary. There is a spare Stand-Bye) regulator affixed next to the original and a Spare ignition Coil similarly affixed next to original. The original Fuel Pump was renewed and a Stand-bye in line Fuel pump is also fitted switched from dash. Fuel gauge Sender unit has been replaced. The Original 6-volt Batteries have been replaced with 2/ 12-volt batteries in the same locations. Headlamps and Period Chrome Driving Lamps and fitted with modern higher output PIAA bulbs wired via relays and switch in accordance with regulations. A Period Lucas Chrome Reversing lamp is fitted. Heater, Gauges, and instrument lights all work as they should and there is an additional flexible Map light in the passenger side along with air horns in addition to the standard horn.
BODYWORK AND TRIM – There is no rust, and the paintwork is generally very good following complete respray about 12 years ago. Upholstery and Trim are standard, and carpets were renewed. The hood and side screens fit well and provide good all-weather protection. There is also a tonneau cover. Three-point seat Belts have been fitted along with a rear safety Roll bar. The car comes with Fire Extinguisher, First aid Kit, Jack, wheel Brace etc. There is also a boot mounted Luggage Rack which is very useful for mounting the spare wheel when maximum luggage space is required in the boot for a longer excursion. There are certain items on the car such as dash board labelling, seat belts, etc which you may not like, but these items can easily be removed. HISTORY OF 1960 MG A ROADSTER – REG. No. A260 MAN
The Car still carries original Engine and Chassis Numbers
Chassis No. GHN/ 83913 Engine No. 16GA-U 15674
The car was originally built in 1960 but for some reason was not First Registered until 1961.
First Registration number in !961 was 379 TPH
Then next Known Registration is by Mr J. Collard in Jersey C. I. on 11/ 9/ 1981 as J 25108
It is understood that Mr Collard carried out some light restoration work (not very noticeable) and then moved the car to UK trader for sale in 1998, from whom I bought in June of that year.
I then registered the car in UK and managed to get a period Reg. No. YSJ 829
In May 2000 I re-registered the car in the Isle of Man where I had move to as Reg No. A260 MAN
During 1998 to 2000 I had major renovation work carried out particularly to the Mechanical side of things with some body work painting. This work included complete rebuilding and Tuning of the Engine, Gearbox, Rear Axle, Suspension and Brakes (by an MG A Specialist). In 2003 I became increasingly dissatisfied with the Bevel cut Close -ratio gearbox the specialist had provided, I just did not like the gearbox or rear axle Ratios (the car performed well, but modern cruising speed require too high engine Revs) I sold the Close Ratio Gearbox and the Low Ratio Diff) and bought a standard Gearbox from Moss and a standard 4:1 differential. However, I was still disappointed with the engine revs necessary to cruise at modern day motoring speeds. I then decided to have a 5-Speed Conversion carried out using the Ford Type Nine 5-speed Gearbox complete with “Short-shift” Gear stick from High Gear Engineering. This absolutely transformed the car, not only in terms of modern-day cruising speeds, but also because the gear ratios are much more suited to the car generally and together with the “Quick-Shift” gearstick makes driving the car a real pleasure. As part of this exercise, it was necessary to have the Speedometer recalibrated to suit the Type nine Gearbox in so doing the mileometer reading was zeroed. However, I have record that the mileage by the MOT Certificate of the car in 2000 was 28, 098 miles and little mileage was done in between times as the car was undergoing various works as described. Therefore, the mileage of 28, 000 now showing on the car brings the total mileage to 56, 000. From new.
When I first acquired the car, I intended to use it to take part in Classic Regularity Road rallies, hence the reason for some tuning. But only did about four of these events in the early 2000’s and then having eventually sorted everything out decided that the car was now too nice for this use. I continued to use the car weekend classic/ fun car until 2011 when I decided that since the car was now so well sorted mechanically, I would have the bodywork completely resprayed – this was a completer Wings and doors off respray including rectification of a little corrosion in the Sills.
The car is a real pleasure to drive and is a head-turner, but I am now almost 80 years of age and have decided to dispose of my collection of classic cars.
The Car has always been Garaged in my 25 years of ownership.
Following is a detailed specification of everything that has been done to the car together with a verity of photographs showing virtually every view of the car. Which, whilst not Concourse is an extremely fine example and very presentable, reliable, useable classic British sports car suitable for use on modern day roads and traffic.
I have a large History file of Works done, receipts and the like.
I am now approaching 80 years of age and i am afraid it is time to find a new home for this car.
