REAR SUSPENSION TA, TB, TC

CAR IDENTIFICATION MG T SERIES

Location of Serial Numbers

TA & TB: on front face of locker, towards left hand end

TC: on left hand side of locker

TD: on front face of locker, towards left hand end

TF: on top face of bulkhead to the left hand side of locker

Location of Engine Number

on the 'ID'-Tag on the engine front RH-side (as illustrated in the Categorie External Engine No. 87, No. 88 (TC)

Location of Gearbox Number

punched into the gearbox case

TA - June 1936 - April 1939
Year		Car Numbers
1936 - 1939	June 1936 - April 1939	TA0251 - TA3253
Abingdon Production: At this time Abingdon was virtually no more than an assembly plant and all items such as chassis, engines, transmissions were shipped into the plant from other Nuffield owned factories.


TB - May 1939 - September 1939
1939	May 1939 - Sept. 1939	TB0251 - TB0629

Autumn 1938: Leonard Lord, rationalising parts usage in Morris production, announced the new XPJM engine from Morris Engines. The 1250cc XPAG unit was adapted from this model replacing the overhead camshaft Wolseley units originally destined for the TA.


TC - November 1945 - November 1949
1945	17th September - 21st December	TC0251 - TC0351
1946	17th January - 31st December	TC0352 - TC2051
1947	17th January - 31st December	TC2052 - TC4411
1948	5th January - 24th December	TC4412 - TC7502
1949	5th January - 29th November	TC7503 - TC10251

February 1945 Cecil Kimber, 56 years old, was killed in a railway accident just near Kings Cross Station, London. He had been manager of MG from 1923 until 1941 when he left after a major row with Miles Thomas, then managing director of Nuffield Group. Kimber had been the inspiration behind the first special bodied Morris bull-nose cars carrying the MG badge. Purchase Tax This new tax was in troduced following the war to fund the rebuilding of Britain, pushing the cost of new MG's up to high levels. Export Drive Begins In 1947 Abingdon officially began exporting MG's to the USA. All early exports to the US were RHD because of the difficulties of conversion. Only 20% of the total TC production was officially exported to the USA. *TC0251 appears to have been the prototype model TC and is often not counted in TC production figures.

TD-1 - November 1949 - August 1951
1949	10th November - 20th November	TD0251 - TD0348
1950	2nd January - 22nd December	TD0349 - TD5169
1951	1st January - 31st December	TD5170 - TD12577

TD-2 - August 1951 - September 1953
1952	1st January - 31st December	TD12578 - TD23634
1953	1st January - 17th August	TD23635 - TD29915

TD-2 & TD MkII The TD-2 was the standard production car from September 1951 through 1953 and should not be confused with the TD MkII which had been developed and sold in limited numbers. The MkII was really intended for competition use only. The rare TD MkII was fitted with large valves in the cylinder head, 1 1/2" carburettors, twin fuel pumps and additional Andrex friction dampers.

Chassis Numbers Traditionally, all new MG models began with the chassis number 251. Abingdon 251 was in fact the factory's telephone number. Once taken over by BMC this traditional and delightful practice was stopped, perhaps in an effort to prove to Abingdon that they were now no more than a subsidiary of the mighty BMC empire. In 1955, proving otherwise George Eyston and Ken Miles, using the new MG XPEG 1466cc TF engine, took eight endurance records in Utah. It proved to the world that MG, though now a poor relation of BMC, still had what it took when it came to competing against all-corners.


TF - October 1953 - May 1955
1953	17th September - 31st December	TF0501 - TF2177
1954	4th January - 30th December	TF2178 - TF8643
1955	4th January - 4th April	TF8644 - TF10100

Once Again As was the case with the TD, the new TF was put together in just 2 weeks, this time by John Thornley and Syd Enever, following their failed attempt to talk Leonard Lord into providing funding for a replacement TD. Soon after, following widespread crit i cism of the new TF, funding was provid ed to pro duce the MGA. November 1954 Conversion of the XPAG to XPEG engine: Fitting of the 1466cc XPEG engine occurred in small batches During november 1954. The XPEG unit was initially sold in North America only. The British public, although hear ing rumours of the larger engine's production, had to be con tent with buying the old model 1250cc XPAG engine until production stopped.

TF6501 - TF6650		(1466cc)
TF6651 - TF6750		(1250cc)
TF6751 - TF6850		(1466cc)
TF6851 - TF6950		(1250cc)
TF6951 - TF10100		(1466cc)

A Brief History Of The Development Of The 'T' Type. H.N. Charles develops new TA at Cowley guided by Cecil Kimber. (Authorised & developed in 1935-36). Chassis: Under slung style copied from the 1920's French design (first used on C type Montlhery Midgets of 1931). Engine: Based on Morris's 1292cc side valve unit, cork faced wet clutch, four-speed gearbox without synchro. Suspension: Half elliptic springs front and rear with Luvax shock absorbers. Brakes: First Midget fitted with hydraulic brakes. August 1938: Announcement of the Tickford Drop-Head Coupé with folding hood. TB introduced May 1939 using TA body and chassis but with new XPAG engine, dry plate clutch, revised gearbox (with synchromesh on 2nd gear). 5:12:1 rear axle. Only 379 models were produced before onset of World War II. Abingdon turned its hand to war production. November 1945 introduction of the TC. War production ceases and Abingdon returns to motor vehicle production. The body shell was based on pre war TA/TB model, but widened by 4" (similar to Tickford TA shell). Single 12-volt battery introduced. Luvax/Girling front shock absorbers fitted. Exporting to the United States of America: TC7380 first USA official export model built in December 1948. First TD mock up produced by Syd Enever and Alec Hounslow in two weeks during 1949. It was cobbled together using a YA type chassis (cut and shut) and heavily hammered TC body. Engine as per TC but gearbox used a new gearbox extension. Front Suspension altered to coil spring (a la YA, Morris 10 series M, MGA and MGB). Hypoid rear axle fitted. Rack and pinion replaced steering box. Pressed steel wheels fitted to take account of new suspension geometry. Two leading shoe front brakes installed. First batch of TD's was followed by the inclusion of tubular steel scuttle support to counter scuttle shake. Body extensively altered but similar in appearance to TC. Bumpers fitted. Summer 1950, perforated wheels fitted as standard. TD MkII introduced (August 1951). Improved XPAG engine installed (engine XPAG/TD/9408 onwards). 8" clutch fitted with new flywheel and gearbox housing. Engine XPAG/TD/14948 increased capacity sump pan fitted. New style round tail lamps fitted from chassis number TD21303. Rod control clutch linkage fitted from chassis TD22251 on. Centre mounted wiper motor fitted at chassis number TD22315. (Fitted as safety feature). From engine XPAG/TD/24116 new camshaft fitted to improve power. The TF 1250 ran on the last modified TD chassis using TD running gear and components, but with raised gearbox final drive. Centre lock wire wheels became an option (theoretically this had become possible for the TD so long as the new TF-style hub and fittings were used). Perforated disc wheels were standard. New style grille accompanied altered bodywork. Sealed in headlamps completed the newer shape. Individual seats were finally adopted. Wiper motor hidden under fascia with scuttle-mounted wipers. XPEG engine introduced gradually in November 1954. The new XPEG engine: First introduced at chassis number TF6501 in November 1954. The new XPEG engine had been designed, during the early fifties, by Morris Engines Branch. Boring out the XPAG engine was considered impossible as it had already been increased in capacity from 1140cc and the cooling system would be unable to dissipate heat from the block quickly enough if further change were made. A revolutionary new approach was used to redevelop the entire cylinder block and alter the cylinder head. Once designed, sufficient stocks of the engine were built up before being introduced to the Abingdon assembly lines in batches during November 1954. Late TF (chassis number TF10100 engine XPEG/TF/3940) produced on 4th April 1955.

Ill.no.	Partno.	Part	Quantity required	Info	Price
1	261-285	SHOCK ABSORBER TA LH REAR	1	TA - recon/exchange	availability request (add quantity to basket, offer follows)
1	261-295	SHOCK ABSORBER LUVAX TA RH REAR TA RH REAR	1	TA - recon/exchange	availability request (add quantity to basket, offer follows)

Ill.no.	Partno.	Part	Quantity required	Info	Price
2	261-400	SHOCK ABSORBER TB-TC LH REAR COU	1	TB, TC - recon/exchange	availability request (add quantity to basket, offer follows)
2	261-410	SHOCK ABSORBER TB-TC RH REAR COU	1	TB, TC - recon/exchange	availability request (add quantity to basket, offer follows)

Ill.no.	Partno.	Part	Quantity required	Info	Price
3	261-525	LINK SHOCK ABSORBER REAR	2		CHF 86.40

Ill.no.	Partno.	Part	Quantity required	Info	Price
4	321-820	STUD, SHOCK LINK MOUNTING	2		CHF 76.85

Ill.no.	Partno.	Part	Quantity required	Info	Price
5	311-280	NUT 7/16 BSF	2		CHF 5.60

Ill.no.	Partno.	Part	Quantity required	Info	Price
6	282-710	BUSH SHOCK ABSORBER LINK, RUBBER	4		CHF 21.10

Ill.no.	Partno.	Part	Quantity required	Info	Price
7	454-435	SPRING REAR TA/TB	2	TA & TB - includes "Silent Bloc" bush No. 19	CHF 228.95

Ill.no.	Partno.	Part	Quantity required	Info	Price
8	261-235	TRUNNION BOOT, REAR	2	TA & TB	CHF 50.30

Ill.no.	Partno.	Part	Quantity required	Info	Price
9	261-225	TRUNNION REAR SPRING, PAIR	2	TA & TB	CHF 87.10

Ill.no.	Partno.	Part	Quantity required	Info	Price
10	AAA846X	SPRING REAR MGTC OE	2	TC	CHF 258.70

Ill.no.	Partno.	Part	Quantity required	Info	Price
11	261-510	SHACKLE PIN, LOWER REAR SPRING	2	TC	CHF 204.45

Ill.no.	Partno.	Part	Quantity required	Info	Price
12	PW081	NUT, CASTLE, LOWER REAR PIN	4	TC	CHF 17.15

Ill.no.	Partno.	Part	Quantity required	Info	Price
13	261-180	SHACKLE PIN, UPPER REAR SPRING	2	TC	CHF 34.70

Ill.no.	Partno.	Part	Quantity required	Info	Price
14	311-280	NUT 7/16 BSF	4	TC	CHF 5.60

Ill.no.	Partno.	Part	Quantity required	Info	Price
15	ACA5242	BUSH SPRING OR TRUNN	4	TC	CHF 1.40
15	280-625	BUSH, SPRING SHACKLE, POLYURETHANE	4	TC	CHF 28.05

Ill.no.	Partno.	Part	Quantity required	Info	Price
16	280-620	BUSH, REAR SPRING SHACKLE, LOWER, LARGE, RUBBER	4	TC	CHF 20.00
15	280-615	BUSH, REAR SPRING, SHACKLE, LOWER, LARGE, POLYURETHANE	4	TC - alternative to part 280-620	CHF 33.50

Ill.no.	Partno.	Part	Quantity required	Info	Price
18	261-515	SHACKLE PLATE, REAR SPRING	4		availability request (add quantity to basket, offer follows)

Ill.no.	Partno.	Part	Quantity required	Info	Price
19	081752	BUSH, SILENT BLOCK & PIN	2	TA-TB & TC	CHF 18.30

Ill.no.	Partno.	Part	Quantity required	Info	Price
20	261-570	TOP PLATE REAR SPRING, WITH STUDS	2		CHF 88.00

Ill.no.	Partno.	Part	Quantity required	Info	Price
21	261-595	SHOCK BRACKET RH	1		availability request (add quantity to basket, offer follows)
21	261-590	SHOCK BRACKET LH	1		availability request (add quantity to basket, offer follows)

Ill.no.	Partno.	Part	Quantity required	Info	Price
22	320-878	NUT/BOLT/WASHER SET AXLE TO SPRING	1	car set	CHF 114.15

Ill.no.	Partno.	Part	Quantity required	Info	Price
23	AJD8105Z	NUT 5/16 BSF	16		CHF 0.95

Ill.no.	Partno.	Part	Quantity required	Info	Price
24	261-330	STUD, SPRING MOUNTING	2		CHF 197.50

Ill.no.	Partno.	Part	Quantity required	Info	Price
25	311-335	NUT FULL 1/2 BSF	2		CHF 3.05

Ill.no.	Partno.	Part	Quantity required	Info	Price
26	261-340	CHECK STRAP, REAR AXLE	2		CHF 79.20

Ill.no.	Partno.	Part	Quantity required	Info	Price
27	280-660	BUFFER REAR AXLE	2		CHF 19.35

Ill.no.	Partno.	Part	Quantity required	Info	Price
28	PW072	TRUNNION BUSH REPAIR, RH	1	TA & TB	CHF 165.00
28	PW072A	TRUNNION BUSH REPAIR, LH	1	TA & TB	CHF 165.00

Ill.no.	Partno.	Part	Quantity required	Info	Price
1	261-285	SHOCK ABSORBER TA LH REAR	1	TA - recon/exchange	availability request (add quantity to basket, offer follows)
1	261-295	SHOCK ABSORBER LUVAX TA RH REAR TA RH REAR	1	TA - recon/exchange	availability request (add quantity to basket, offer follows)
2	261-400	SHOCK ABSORBER TB-TC LH REAR COU	1	TB, TC - recon/exchange	availability request (add quantity to basket, offer follows)
2	261-410	SHOCK ABSORBER TB-TC RH REAR COU	1	TB, TC - recon/exchange	availability request (add quantity to basket, offer follows)
3	261-525	LINK SHOCK ABSORBER REAR	2		CHF 86.40
4	321-820	STUD, SHOCK LINK MOUNTING	2		CHF 76.85
5	311-280	NUT 7/16 BSF	2		CHF 5.60
6	282-710	BUSH SHOCK ABSORBER LINK, RUBBER	4		CHF 21.10
7	454-435	SPRING REAR TA/TB	2	TA & TB - includes "Silent Bloc" bush No. 19	CHF 228.95
8	261-235	TRUNNION BOOT, REAR	2	TA & TB	CHF 50.30
9	261-225	TRUNNION REAR SPRING, PAIR	2	TA & TB	CHF 87.10
10	AAA846X	SPRING REAR MGTC OE	2	TC	CHF 258.70
11	261-510	SHACKLE PIN, LOWER REAR SPRING	2	TC	CHF 204.45
12	PW081	NUT, CASTLE, LOWER REAR PIN	4	TC	CHF 17.15
13	261-180	SHACKLE PIN, UPPER REAR SPRING	2	TC	CHF 34.70
14	311-280	NUT 7/16 BSF	4	TC	CHF 5.60
15	ACA5242	BUSH SPRING OR TRUNN	4	TC	CHF 1.40
15	280-625	BUSH, SPRING SHACKLE, POLYURETHANE	4	TC	CHF 28.05
16	280-620	BUSH, REAR SPRING SHACKLE, LOWER, LARGE, RUBBER	4	TC	CHF 20.00
15	280-615	BUSH, REAR SPRING, SHACKLE, LOWER, LARGE, POLYURETHANE	4	TC - alternative to part 280-620	CHF 33.50
18	261-515	SHACKLE PLATE, REAR SPRING	4		availability request (add quantity to basket, offer follows)
19	081752	BUSH, SILENT BLOCK & PIN	2	TA-TB & TC	CHF 18.30
20	261-570	TOP PLATE REAR SPRING, WITH STUDS	2		CHF 88.00
21	261-595	SHOCK BRACKET RH	1		availability request (add quantity to basket, offer follows)
21	261-590	SHOCK BRACKET LH	1		availability request (add quantity to basket, offer follows)
22	320-878	NUT/BOLT/WASHER SET AXLE TO SPRING	1	car set	CHF 114.15
23	AJD8105Z	NUT 5/16 BSF	16		CHF 0.95
24	261-330	STUD, SPRING MOUNTING	2		CHF 197.50
25	311-335	NUT FULL 1/2 BSF	2		CHF 3.05
26	261-340	CHECK STRAP, REAR AXLE	2		CHF 79.20
27	280-660	BUFFER REAR AXLE	2		CHF 19.35
28	PW072	TRUNNION BUSH REPAIR, RH	1	TA & TB	CHF 165.00
28	PW072A	TRUNNION BUSH REPAIR, LH	1	TA & TB	CHF 165.00