REAR SUSPENSION TD, TF

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.

unillustrated articles

Ill.no.	Partno.	Part	Quantity required	Info	Price
NI	261-420	SHOCK ABSORBER TD-TF LH REAR COU	1	Girling - recon., exchange	availability request (add quantity to basket, offer follows)
NI	261-430	SHOCK ABSORBER TD-TF RH REAR COU	1	Girling - recon., exchange	availability request (add quantity to basket, offer follows)
NI	267-658	SHOCK ABSORBER CONVERSION KIT, TELESCOPIC, REAR, KONI	1		CHF 794.00
NI	MM267-657PR	SHOCK ABSORBERS, TELESCOPIC, REAR, KONI, PAIR	2		CHF 483.80
NI	MM385-890	INSTALLATION KIT, SHOCK ABSORBER BUSHES	a/r		CHF 134.90

Ill.no.	Partno.	Part	Quantity required	Info	Price
2	266-480	LINK, SHOCK ABSORBER REAR, ARMSTRONG	2	Armstrong	CHF 64.05

Ill.no.	Partno.	Part	Quantity required	Info	Price
3	266-455	LINK SHOCK ABSORBER, GIRLING	2	Girling	CHF 102.10

Ill.no.	Partno.	Part	Quantity required	Info	Price
4	321-820	STUD, SHOCK LINK MOUNTING	2	Girling	CHF 80.95

Ill.no.	Partno.	Part	Quantity required	Info	Price
5	311-280	NUT 7/16 BSF	2	Girling	CHF 6.05

Ill.no.	Partno.	Part	Quantity required	Info	Price
6	282-710	BUSH SHOCK ABSORBER LINK, RUBBER	2	Girling	CHF 21.65

Ill.no.	Partno.	Part	Quantity required	Info	Price
7	AAA2372	LEAF SPRING REAR	2	TD	CHF 210.50
7	AAA5031	SPRING REAR MG TF	2	TF	CHF 210.50

Ill.no.	Partno.	Part	Quantity required	Info	Price
8	321-228	BOLT & NUT SET LEAF SPRING CENTRE	2		CHF 59.25

Ill.no.	Partno.	Part	Quantity required	Info	Price
9	AAA629	REAR SPRING BUSH	2		CHF 4.70

Ill.no.	Partno.	Part	Quantity required	Info	Price
10	324-195	WASHER FIBRE	4		CHF 5.75

Ill.no.	Partno.	Part	Quantity required	Info	Price
11	322-718	BOLT & NUT SET, PIVOT	2	one of each	CHF 19.15

Ill.no.	Partno.	Part	Quantity required	Info	Price
12	261-170	SHACKLE PIN, REAR SPRING	4		CHF 27.20

Ill.no.	Partno.	Part	Quantity required	Info	Price
13	311-280	NUT 7/16 BSF	8		CHF 6.05

Ill.no.	Partno.	Part	Quantity required	Info	Price
14	266-440	SHACKLE PLATE	4		CHF 32.25

Ill.no.	Partno.	Part	Quantity required	Info	Price
15	ACA5242	BUSH SPRING OR TRUNN	8		CHF 2.00
15	280-625	BUSH, SPRING SHACKLE, POLYURETHANE	8	polyurethane	CHF 35.45

Ill.no.	Partno.	Part	Quantity required	Info	Price
16	266-420	U BOLT	4		CHF 19.15

Ill.no.	Partno.	Part	Quantity required	Info	Price
17	AJD8336Z	NUT NYLOC 3/8 BSF	8		CHF 3.35

Ill.no.	Partno.	Part	Quantity required	Info	Price
18	AHH5082	PLATE R/AXLE->U BOLT	2	optional to prevent chafing	CHF 22.90

Ill.no.	Partno.	Part	Quantity required	Info	Price
19	266-450	PLATE SPRING SEATING CENTRE	4		CHF 29.70

Ill.no.	Partno.	Part	Quantity required	Info	Price
20	280-630	PAD, SPRING SEATING	4		CHF 18.50
20	ACA5138SPK	POLY S/PAD SET REAR S&M MM	1	alternative - axle set	CHF 98.50

Ill.no.	Partno.	Part	Quantity required	Info	Price
21	280-640	PAD REAR SPRING	8		CHF 13.10

Ill.no.	Partno.	Part	Quantity required	Info	Price
22	280-650	PAD INTER LEAVES	24		CHF 12.30

Ill.no.	Partno.	Part	Quantity required	Info	Price
23	266-430	CHECK STRAP, REAR AXLE	2		CHF 93.05

Ill.no.	Partno.	Part	Quantity required	Info	Price
24	266-500	BUMP STOP, REAR AXLE	2		CHF 37.20

Ill.no.	Partno.	Part	Quantity required	Info	Price
25	266-620	BRACKET LH REAR DAMPER MOUNTING	1		availability request (add quantity to basket, offer follows)
25	266-630	BRACKET RH DAMPER REAR MOUNTING	1		availability request (add quantity to basket, offer follows)

Ill.no.	Partno.	Part	Quantity required	Info	Price
NI	261-420	SHOCK ABSORBER TD-TF LH REAR COU	1	Girling - recon., exchange	availability request (add quantity to basket, offer follows)
NI	261-430	SHOCK ABSORBER TD-TF RH REAR COU	1	Girling - recon., exchange	availability request (add quantity to basket, offer follows)
NI	267-658	SHOCK ABSORBER CONVERSION KIT, TELESCOPIC, REAR, KONI	1		CHF 794.00
NI	MM267-657PR	SHOCK ABSORBERS, TELESCOPIC, REAR, KONI, PAIR	2		CHF 483.80
2	266-480	LINK, SHOCK ABSORBER REAR, ARMSTRONG	2	Armstrong	CHF 64.05
3	266-455	LINK SHOCK ABSORBER, GIRLING	2	Girling	CHF 102.10
4	321-820	STUD, SHOCK LINK MOUNTING	2	Girling	CHF 80.95
5	311-280	NUT 7/16 BSF	2	Girling	CHF 6.05
6	282-710	BUSH SHOCK ABSORBER LINK, RUBBER	2	Girling	CHF 21.65
7	AAA2372	LEAF SPRING REAR	2	TD	CHF 210.50
7	AAA5031	SPRING REAR MG TF	2	TF	CHF 210.50
8	321-228	BOLT & NUT SET LEAF SPRING CENTRE	2		CHF 59.25
9	AAA629	REAR SPRING BUSH	2		CHF 4.70
10	324-195	WASHER FIBRE	4		CHF 5.75
11	322-718	BOLT & NUT SET, PIVOT	2	one of each	CHF 19.15
12	261-170	SHACKLE PIN, REAR SPRING	4		CHF 27.20
13	311-280	NUT 7/16 BSF	8		CHF 6.05
14	266-440	SHACKLE PLATE	4		CHF 32.25
15	ACA5242	BUSH SPRING OR TRUNN	8		CHF 2.00
15	280-625	BUSH, SPRING SHACKLE, POLYURETHANE	8	polyurethane	CHF 35.45
16	266-420	U BOLT	4		CHF 19.15
17	AJD8336Z	NUT NYLOC 3/8 BSF	8		CHF 3.35
18	AHH5082	PLATE R/AXLE->U BOLT	2	optional to prevent chafing	CHF 22.90
19	266-450	PLATE SPRING SEATING CENTRE	4		CHF 29.70
20	280-630	PAD, SPRING SEATING	4		CHF 18.50
20	ACA5138SPK	POLY S/PAD SET REAR S&M MM	1	alternative - axle set	CHF 98.50
21	280-640	PAD REAR SPRING	8		CHF 13.10
22	280-650	PAD INTER LEAVES	24		CHF 12.30
23	266-430	CHECK STRAP, REAR AXLE	2		CHF 93.05
24	266-500	BUMP STOP, REAR AXLE	2		CHF 37.20
25	266-620	BRACKET LH REAR DAMPER MOUNTING	1		availability request (add quantity to basket, offer follows)
25	266-630	BRACKET RH DAMPER REAR MOUNTING	1		availability request (add quantity to basket, offer follows)
NI	MM385-890	INSTALLATION KIT, SHOCK ABSORBER BUSHES	a/r		CHF 134.90