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MG MGA - Moss supercharger vs Judson

My car has a recently rebuilt early 5 main 1800 engine. I've been day-dreaming about fitting a supercharger to it. That lead me to wondering, if I was to do it, would I choose a period correct Judson or a modern Moss unit? Which would you choose and why?
Andy Bounsall

My personal feelings are if you're running with a non-period engine, why worry about running with a non-period supercharger. Marvin
Marvin Stuart

The Moss is much cheaper than a Judson and also much easier to find. The Judsons come up once or twice a year on ebay - one for sale now that is complete except for the valve cover. It needs a complete overhaul and at least one new pulley, so it needs to pay a visit to George Folchi.

The Moss one is probably much easier to set up, as you can buy one that is designed for your engine so that all the belts will line up properly - this may be an issue with the Judson on the 5-Bearing.

If you want everything that there is available on an MG Judson, look here

http://www.clancy.ch/Judson_MGA.html

I don't know of any source online for info on the Moss product (strange that) but if anyone has the material I'll be happy to put it online for comparison.
dominic clancy

As Marvin notes, in light of your engine the 'period-correctness' of the Judson would seem irrelevant to your decision. Besides, a vintage Judson is more expensive to acquire and something of a nuisance to maintain. What do YOU imagine might be its advantage, Andy?
Ken Korey

I would vote for the Moss unit also. Anyway if you get the Judson odds are you would have to rebuild it before you could install. The Moss unit is new out of the box and ready to go.
Keith Lowman

Ken,

A Judson is not at all a nuisance to maintain - once set up and running correctly, it's just a question of filling up the oiler reservoir every time you fill up the tank, so it's only a very minor extra effort. It's even easier to set the single Holley when you know how than balance a pair of SUs.
dominic clancy

Suppose I could find a rebuilt Judson for about the same price as a new Moss supercharger. That would eliminate concerns of initial cost and availability.

To me, the main allure of a Judson is the extra 'coolness' factor of having a fairly rare, vintage performance accessory. On the negative side, I've heard that they can be difficult to set up correctly, that they can be noisy (rattle), and that there might be fitment issues with the 18GB engine.

On the other hand, I believe the Moss unit might be more reliable, less noisy, and should be set up correctly out of the box. Fitment shouldn't be an issue as Moss has a kit specifically for this engine.

Either supercharger would add a serious amount of fun and both would score high on the grin-o-meter. I don't know if there'd be a significant difference performance wise between the two.
Andy Bounsall

You will definitely not find a rebuilt Judson for the less than cost of the Moss kit. The Judsons that have come up in the last few years have been going for between 2,500 and 3'500 US, even when in need of a rebuild, which costs $ on top. The lower cost ones are usually missing the valve cover. You can see the most recent auction results on ebay on my site. You may also wait a long time - only one or two a year surface on ebay.
dominic clancy

Dominic, I admire and respect your expertise on all things Judson, but pretend that I'm aware of a rebuilt Judson that's available for essentially the same price as a Moss kit.
Andy Bounsall

Andy,
Does this 'pretend' also include the valve cover and oiler, or even the boost gauge?
Mike Parker

Yes, yes, and no...let's say.
Andy Bounsall

Andy,
Beware of rotor slot wear. If the rebuild is done by George Flochi,and the rotor slot wear is excessive, the vane slot will be recut and a thicker vane used. This okay, but a rebuild without addressing rotor vane wear may not be worth much. The bearings and gaskets are inexpensive, the vanes are about a $100 a set from George, and the rest of the rebuild is labor. Usually the bore of the housing is fine and only needs a good hone, but often the threaded bosses that attach the heavy cast iron supercharger housing to the intake manifold are broken. George usually brazes a stud on these, and this makes not only a good repair but an impovement in the unit. Good luck with your pursuit of a Judson.
James Johanski

Andy
If you have that option, well done, and go for it. I still think you may have issues getting the belts aligned on the 5 bearing engine, but if it doesn't work out, I am sure you will be able to sell it on very easily and get the money for the Moss that is designed for that engine.
dominic clancy

I completedly rebuilt my Judson and then sold it on eBay about 2 years ago. (In fact, the pictures of the components on Dominic's site are of that unit.) My personal decision was based on the desire to drive my car, rather than to show it. As others have stated, the Judson is a period accessory that matches well with the 1500 and 1600 engines for authenticity. However, it is a very primitive (and heavy) blower technology that requires that the oiler be filled and the driver put up with oil in the tail pipe and occasional smoke from the exhaust. In addition, it is limited to about 4 - 5 psi of boost because of the inefficient vane design. On the positive side, it is sure to generate a lot of attention by purist enthusiasts when the hood is raised.

I now have a Moss unit that will go onto my 1800 MGB engine. The Eaton blower looks period correct and is capable of putting out boost pressures of 10+ psi, if you dare to change the drive pully ratios and accept probable shortened engine and blower lifetimes. The Aussie High Flow unit is capable of even higher efficiency and boost pressures, but looks a bit too modern (for my tastes) in an MGA engine compartment. (Besides, the exchange rate is terrible right now.)

Agin, it certainly personal preference, but having already put an 1800 into your car, it seems that you would enjoy the Moss unit more in the long run, based on performance alone.

My two cents...
Steve Brandt

Hey, Marv.
Post a photo of your TD’s set-up, so the folks can have a “look-see.”
David werblow

Thanks everyone for your comments. All good stuff. I especially appreciated what Steve Brandt said.

The Judson is very interesting for it's uniqueness and retro-vibe. However, I like to drive my car as much as I can and I'm really starting to feel that the more modern design and reliability of the Moss kit would be a better fit for me.
Andy Bounsall

Andy, If you decide not to purchase this Judson--would you make us aware of the seller?
James Johanski

Hey guys:

I have the very first Supercharger Moss installed on an MGA. (If you look at the instruction sheet that comes with the charger, most of the pictures and the power curve graphs are my car.)

I can't say how many miles are on it since the install, as no one seems to know what the mileage was at the time, but I'm still running the same 1600 and same blower and really like it.

Glen
Glen Perchie

Hi,
Is anyone able to post a picture of a Moss supercharger installed in an MGA please?
A little while ago I saw an MGA with a Marshall-Nordec supercharger fitted. This interested me because my car had one of these fitted in the early sixties. I have always toyed with the idea getting one. Does anybody have any information about this type of supercharger and are they ever available now?

Many thanks,
Phil
P Parmenter

This is my first attempt to upload a picture.


Steve Brandt

If anyone has information on other Superchargers, then I'd be delighted to receive the info and add to my pages. Aside from the Judson, there are at least five other MGA SCs that I know of:
Pepco : where apart from a magazine article, nothing ever appears to have happened
Marshall-Nordec : again no information available
Shorrock : There's info around on the smaller one for the A-Series, but nothing for the B-Series version that was also available
Moss: No information seems to be available online even though it's a current product - very strange in this Internet age!
Hans' Hottie : The SC BBS seems to be the best platform here, but again there is very little information available online.

If anyone has pictures, instructions, or any other info, I'll put it up online.
dominic clancy

Here are some links to some YouTube videos of MGBs with Moss SC's. While not MGAs, the videos give a good representation of how an MGA would sound and perform if fitted with an 1800 and a Moss:

http://www.youtube.com/watch?v=5moeYcbogoI&NR=1

http://www.youtube.com/watch?v=2tXhKp1TYPQ&feature=related

http://www.youtube.com/watch?v=W2IvQIYP7I8

http://www.youtube.com/watch?v=B2idec1U2JA&feature=related

Fun stuff...
Steve Brandt

Dominic,
I have some pictures of the Marshall-Nordec that I will try and post.

Phil
P Parmenter

I've got a Judson on a 1600 MGA and an MGB with a Moss blower. I've also installed and dyno tuned quite a few Judson and Moss blowers (MGA, MGB, midget, TR6)for customers at Eclectic Motorworks.

I run the Judson at 10psi with a custom pulley George Folchi made me. It's on a bone stock engine and has been a real joy.

The MGB runs at either 8psi or 11, depending on the pulley I use. It's got a stock bottom end with a 270 cam and ported head.

The bottom line to me on either setup is they're both fun and they can both be hot-rodded further as I've done. I agree pretty much with the period accessory vs modern unit thoughts. Either setup has plusses and minuses. I'd say the Judson's are a bit more fussy. The main weak point is the carb-to-blower intake manifold, which is not heated and therefore often has fuel falling out of suspension during idle--this can cause idle quality problems or throttle tip-in dead spots. Of course heating the manifold would help this, but would cause other problems. The Moss units are very good, but there have been some known issues with bracketry or other sundry details that can need maintenance or repair.

I get lots of phone calls and e-mails from supercharger owners and tuners and I think almost all problems are either the result of mismatched components (like putting a blower on an engine with a high CR) or lack of understanding of tuning fundementals. Therefore, my advice is never about which blower is best or whether or not to install one, but rather: Make sure the blower is matched to your engine and make sure you've got it tuned properly. I think a dyno tune is essential for a blower application--if you're going to spend $3000-$5000 for the blower setup and accessories, why not spend $200-500 for the dyno tuning to get it dialed in correctly?

--Carl
Carl Heideman

Steve I like the idea of fitting a Moss blower on an 1800 engine and putting that in my MGA is this what you have already done or is that what you are at present doing.

Just for interest I have a turbo on my Midget and I reduced the engine CR so I could use a lot of boost, I am at present running 20/23 PSI of boost and the thing goes like I dare not say. But it has made me a big convert to forced induction.
Robert (Bob) Midget Turbo

Wow, I just watched the youtube footage of the supercharged MGB, it looked and sounded awesome.

Like both Andy and Bob, I really, really like the idea of supercharging the overbored B engine that is in my MGA. It would be interesting to see if a 3 bearing motor would cope and also how much it would need detuning before the supercharger could be fitted.

Dominic, if you are ever over here in yorkshire or anywhere nearby,I would love to have a look at your s/c set up.

Colyn

colyn firth

Dominic,

Philip Smith's 1957 book, "MG Series A and Magnette Tuning and Maintenance" has a photo of a Shorrock blower on a Mk III Magnette. There is also a drawing that may be the Shorrock, though it is labeled "typical Supercharger," and a horsepower chart for an unnamed supercharged MGA or Magnette.

Ken


k v morton

"Typical Supercharger" from Smith's book.

BTW, there is a Shorrock ad on the site linked to the Bugeye post. DOnald Healey was the dealer.

Ken


k v morton

Blower graph from Smith's book. It doesn't identify either the blower or the car; I assume it's an MGA or more likely the Magnette in the photo.

Ken


k v morton

Dominic:

I tried to upload the PDF installation instructions for the Moss Supercharger, but the file is too big. There are some pictures at each stage of installation and the power curve graph is at the end.

Hopefully, this link will take you to the on-line PDF from Moss Motors...

http://www.mossmotors.com/graphics/products/instructions/150-047.pdf

Glen
Glen Perchie

To respond to all the comments generally, thanks.

Ken, I have a mint copy of that book, and there's no such picture in my copy. Is there any text to go with your picture, and what edition do you have of the book? (mine is a first edition and contains no mention of supercharging at all).

Phil, please email me whatever you have

Dominic

dominic clancy

Bob:

To answer your question, I have not put the engine together yet. I have a mid-model 5 main 1800 (as recommended by Peter Burgess in his very helpful power tuning manual) with an aluminum head that was ported and polished (Sean Brown, USA) for supercharger use along with JE forged pistons and a 270 Crane cam. It is (one of) my winter projects now that I have all of the parts. I just need to take the block to a good machine shop which understands the B series engine for prep.

Colyn:

The 3 main bearing MGB engine has a unique problem with the smaller opening for the water pump. Moss does not make a kit for that engine, but according to people who have installed them, modifying either the block opening or the water pump impeller and using a later model pump along with some pulley shimming will work:

http://www.mossmotors.com/forum/forums/thread/13989.aspx

Steve Brandt

Dominic,

I think mine is a third edition; I'll check it tonight. There is text; I can scan the chapter if you like.

Ken
k v morton

Dominic,/I checked my copy, 3rd edition, and it is in that book, page 131
Mike Parker

Dominic,

My copy is the Third (Revised) edition, printed 1961. I bought it new in 1966 for $5.50. I've scanned the chapter on supercharging and will email it to you if the file isn't too big after resizing.

Ken


k v morton

Dominic...you asked about other superchargers for MGAs and 6 months ago I came across this unit..the Hi-Flow. I enquired price and the kit was about A$6200( US 5700) and a little too rich for me. I don't know whether it is a rebadged unit from elsewhere or..?
http://www.hi-flow.com/
neil ferguson

Morning folks

Ken, please send me the file - there is no limit on my email (one of the benefits of having my own domain) so there's no need to do any post-processing.

Neil, that one is the one known colloquially as "Hans' Hottie". I wasn't aware of the website, so I'll make a link to that.

Phil, thanks for your pictures. I've seen pictures of the car, but never details of the SC installation.

Keep it coming - although it will be a while till I can do the site update as I'm mainly on the road at the moment.

dominic clancy

Dominic...tracked down the maker of the Hans Hottie ,Hi-Gear etc...company called Lysholm see website below

http://www.opcon.se/index.asp?sPage=1&langID=1&cID=14
neil ferguson

Dominic,

I emailed the files just after my posting last night. Did they not come through?

Ken
k v morton

Hi Ken
Yes they did come through thanks - I just didn't spot them in the junk folder (you are now on the white list) before I made the post.

Dominic
dominic clancy

Back to Andy's original question about Judson, I fished this 1958 Road & Track road test out of my library. I doubt that these numbers can be directly compared with the Moss numbers, but it's interesting. According to R&T, Judson claimed a 50% increase in power; R&T found more like 25%.

Ken


k v morton

R&T page 2 of 3


k v morton

R&T page 3 0f 3


k v morton

A Moss supercharger has been high on my wish list for some. When I was over at Bob West's yesterday I asked him if he had one in any of his cars so that I could have a look. I was somewhat taken back when he declared that he considered them a waste of money for what they added, other than something different under the hood; whined like a Junkers 87 (Stuka dive bomber); and did not increase performance that much compared to fitting a cross-flow head and tweaking the engine. A number of customers who had fitted them were quite unimpressed.

Oh dear, dream shattered?

Steve
Steve Gyles

Steve,
Your comments are founded in that a good cross flow set up will do about the same as a supercharger. The advantage of the supercharger is that it moves the torque curve farther down the rpm range and makes the car feel as if it has a larger engine. In other words, it increases acceleration and flexibility. Superchargers reduce acceleration times and allow acceleration without down shifting. They give the car a real "seat of the pants" increase in performance over any other modifications. A good cross flow set up will produce the same and even more top end horsepower, but the torque curve will not be boosted nearly as much in the lower rpm range as with a supercharger.
James Johanski

I hope you have not been put off by Bob W Steve as fundementally on this occassion he is wrong.

I think the Moss supercharger set up i basically flawed becuase of one reason alone. They have tried to make it a simple bolt on mod which I think it can never be. To enjoy the benefit of forced induction the engine has to be taylored to the supercharger/turbo. When this is done then a good amount of boost pressure can be used which then pays you back like nobodies benefit.

The Moss supercharger as a bolt on kit does not use enough boost to warrent its fitting if it did then every engine it was bolted to would suffer pinking and would then distroy itself. However if you lower the actual CR of your engine and then increase the boost from the supercharger (simple pulley change) all of a sudden you will have a power boost well over that of a fully modified B series engine.

The turbo on my 1275 Midget is running high boost low CR and performs far better than most b series engined cars I have been in.
Robert (Bob) Midget Turbo

Bob

I guess I was put off a bit. I only summarised his opinion. He concurred your comments on lowering the CR to get anything useful out of it.

What is the usual accepted method of lowering the CR to an acceptable level in the B-Series?

Steve
Steve Gyles

I can't speak for the Moss, but the reaction to all "standard" MGA drivers when they get behind the wheel is always the same - a big silly grin that appears with the first use of more than mild acceleration, and then gets wider with the first hill when they realise they can accerate in 4th instead of shifting to 2nd gear.

That's testimony enough for me! I can only think that the guys Bob refers to have had completely unrealistic expectations for performance imporvements. I do have to say that I agree with Bob on the scream of the Moss unit - I have only seen a video, and was not attracted by the noise- the Judson just brings the engine a much deeper exhaust note.
dominic clancy

Steve reducing the CR of an engine is dependant mainly on how the engine was built.
Most can be reduced by enlarging the combustion chamber within the cylinder head. Some require a different cylinder head if for example the head surface has been skimmed a little bit too enthusiastically :-)
On other occassions a change of pistons can get the job done. So it is not a one statement answer I am afraid.
Robert (Bob) Midget Turbo

I am considering buying a 1800 engine (5 bearing) and building it up for a supercharger fitment. I would want to fit the Moss unit with a good pulley but I am concerned by 2 things.
Will it fit under the MGA bonnet without modification and how bad is this "scream" ?


Robert (Bob) Midget Turbo

Besides the price, the thought of a high pitched whine or scream is one of the main reasons why I haven't yet put a supercharger on my car. Dominic, I'd love to hear what a B series engine fitted with a Judson sounds like. Any way for you to produce a short video or sound clip of your car?
Andy Bounsall

Andy
Yes I suppose I could, but will have to wait for a week or two to get round to it (just too much else on at the moment)
Dominic
dominic clancy

I have a Judson on a 18v engine with a Hi Gear 5 speed trans and a 3.9 rear end. The fitting of the Judson took a little longer than a straight bolt on unit. I had to shim the fan, the belts lined up without a problem. As the old saying go

"Get in,shut up, and HOLD ON"

Jeff Becker
61 MGA Judson Supercharged
ZZZZZZZZZZZZOOOOOOOOOOOOOOOOOMMMMMMMMMMMMMMM
JEFF BECKER

Jeff, pictures / video of the Judson?
Andy Bounsall

Andy There is no scream from a Moss supercharger in fact you can only just hear the difference. Most passengers would not know it was there.
The Moss SC was mainly developed for the US market where most cars are 8:1 CR But I have been running my 8.8:1 with the Moss SC for over five years and 30,000 miles without a problem and the car goes like a scalded cat. You just need to be a bit more accurate in the tuning department. Most owners say its the best addition you can make.
Denis
Denis4

I ran the set up you talk of a 1800 5 bearing low comp std b Engine std cam Moss supercharger and recomended 8' distributor this produced around 90bhp with high torque around 135lb/ft in my MGA. Along with the 5 speed gearbox drove realy well a great improvemet over the std when the revs were kept between 3500 and 4000 it flew with no appricable noise increase from the engine department in fact I feel a little bit of supercharger whine would add to the experiance.. Not being content with this I fitted a Maniflow exhaust which I must admit makes a bit of a loud bark but its fun.
Last winter I fitted the high boost pully and trunkated the air to the carb from a K&N filter fitted in fron of the radiator. Wow what a difference If I want I can light up the rear tyres with over 130 bhp it realy fun and I guess you would need quite a high degree of conventional tuning to get this sort of performance.
I do agree it would have been nice to fit a Judson I would love to open the bonnet and show that off but in the real world I think the Moss seem a realy well sorted product that works well on the low comp engine. If you do not have buckets of cash it must be the way to go. The Hi Gear site looks impresive and they claim 180bhp but I guess its not from a std engine.


David
David swaine

David:

Could you please post a picture of your engine compartment with the air snorkle attached to the Moss SC? I have seen that arrangement for the MGB, but I can't visualize how to do it cleanly for the more congested MGA space. I am particularly interested in the carb to hose adapter you must have fabricated to pull this feat off.

Thanks,
Steve
Steve Brandt

Yep I will do it later when I get home from work.



David
David swaine

I have never tried to send a picture before I willattempt to send the first


David swaine

Good that seems to have worked now second picture showing 4. 1/2 tube passing through air intake hole


David swaine

That fits nicely Dave, how much was that to buy?
Robert (Bob) Midget Turbo

The third picture showing conical K & N filter nestled behind front shroud and just out of the direct air flow through the front grill. I must confess that this idea was given to me when I started the How Powerful thead in the supercharging section this time last year. All I did is try to adapt the idea to fit the A as ther is a lot less room than on the B. Although I did this as part of last winters improvments along with adding the smaller boost pully I feel it's of great benifit it seems to make the engine run a lot quieter and smoother. I would think that a simular idea for normaly aspirated engins would be worth considering. I cant think of a down side only maybe the filter would get a little more soiled and I supose I would not be too good if a lot of water was about. but I dont think this will worry me. Are there any down sides ?


David


David swaine

Robert

The Pelum chamber was actualy made out of the base of a kitching cup and paper towel holder but the best way would be to use the front and back of a standard 6" pancake air filter I then made a large tube the same size as the dia of the filter then welded a 4 1/2 inch tube to the side of it and cut out the hole, the neoprean tube was quite expensive and it would have looked a lot better if it were black or even silver but I am told that it is th right stuff so I will stick with it. Hope this helps.


David
David swaine

David:

Thanks very much for posting. Very clean setup and well photo-doc'd. You've made a proper paper towel holder look very nice in this application.

A couple of follow-up questions:

It appears that you have next to zero clearance between the back of the plenum adapter and the bulkhead shelf. How does the adapter bolt to the carb since it is not obvious how it could be moved backward for studs and bolts would be difficult to use because of the interference on the carb side? Also, do you think that 4 1/2" diameter tubing is the smallest that should be used to minimize air flow restrictions? My point of reference are turbo charged SAABs that have ca. 3" diameter piping to the intercooler and ca. 4" to the air filter for 2.3 liter (B234 series) engines.

Thanks again for taking the time to reply with the photographs.

Steve
Steve Brandt

Steve

Glad you wrote back I have got to tell you that I made it up prety much by eye so I have just been out to the garage to measure up I know that I said that the tube was a 4 1/2 inch tube i was wrong and it is only 3 1/4"

Total Dia 6" Width Overall 3 1/2" Pipe out of side just slightly smaller than the dia of the tube.

Upon looking again at the set up the pipe could not be wider than 3 1/4" because that would make the chamber to wide and it would not fit between the carb and the bulkhead.on mine it has 1/2 " of clearence Just enough to get the top off.


If you want more dimentions I will draw a plan and try to scan and send it but that I will have to do it at work as I dont have a scanner at homne

David








David swaine

David:

Thanks once again for the information. Hope that it is also of some general use to this BBS.

Several universal plenums for remote filter mounting are commercially available that could also possibly be used for this application (e.g., Spectre 98499 or 9849, and K&N 85-1060, or possibly 85-8927), provided that sufficient space exists in the MGA engine compartment. The dimensions that would be very useful (since I don't have my engine in the car at present) would be the maximum diameter (or, alternatively, radius from the center of the carb throat) allowable [including accounting for hood (bonnet) closure] and the distance from the base of the carb to the bulkhead shelf edge (plenum maximum thickness). If I read your post correctly, you gave the thickness as about 3 3/4" total, and the Moss SC information gives the tapered K&N air filter provided in their kit as 4" high.

The K&N 85-1060 is attractive and very expensive, but has a 9" diameter. It would be interesting to know if it, in particular, would fit, for point of reference.

The dimensional drawings of your fabrication would be very useful additional information, as would your sourcing for the hose.

Thanks again,
Steve
Steve Brandt

Very interesting David

When I first fitted my turbo to my A Series Midget I had the boost set to standard which was about 6 PSI which I managed to increase to about 9 PSI by adjusting the connecting rod. This standard turbo was used on a metro turbo A Series with a compression ratio of about 9.4 to 1. I built my engine at 8.6 to 1 and so didn't expect it to pull too many trees up as it had a bog standard cylinder head.
However on a rolling road this simple set up gave 113 BHP at the flywheel which I was pleased about as that equated to a well modified NA engine.

Now the point, I have now upped the boost by fitting a modified actuator which is giving me 23 PSI of boost. Fortunately with the initial low CR the engine does not pink and it runs like a scalded cat, well impressive as I am sure you are with you high boost pulley.

If I do fit the supercharger to my MGA it will certainly be with a low CR engine and plenty of boost.
Robert (Bob) Midget Turbo

I have had the dreaded Swine flu, so while sitting at home, bored and minus Internet (always seems to disappear when it would be most entertaining) I instead updated my web site with all the information received as part of this thread, and added some other stuff (mainly pictures, particularly in the models section- must get round to photographing the plastic models soon)

There's now a direct link in the navigation to the Judson MGA stuff. I have also added some information I found a while back on the prototype MGA Judson - one for all the Judson connoisseurs out ther.

So as we welcome Jules to the Judson club, who else is there out there apart from Steve with the Judson instead of two SUs?

dominic clancy

sorry, should add the URL: www.clancy.ch
dominic clancy

Steve

It is hard to measure things with it all in situ but I have tried and have drawn a couple of sketches That I have photographed I will send them as this may be of help. When I was making the pelum I experimented with a lot of different shapes I tried heat resistand electric connection boxes, plastic guttering and Alluminum boxes but I kept comming back to using the pancake arrangmrnt. There is no doubt that it is a lot tighter than a B. there is only 4" between the end of the carb and the bulkhead. if its to large Diamiter wise you get too near to the exhaust and you also get problems with the throtel cable location point.


I will send Picture 1 Then Pic 2 next hope they are clear enough to be any use.


David
David swaine

steve

the picture seem to be a bit of a problem. I succeded last time I will keep trying

David


David swaine

Steve

Pictur 2


David swaine

David:

You are a prince among MGA SC enthusiasts and quite an artist/engineer to boot. Thanks VERY much. The cross sectional view was particularly helpful in showing the requirement for offsetting the carb throat opening to clear the heat shield and exhaust. That geometry significantly limits the possibilities of using commercial plenums, not even taking into account the bonnet clearance.

I guess I'll be looking for a proper paper towel holder now.

Thanks again,
Steve
Steve Brandt

This thread was discussed between 14/11/2009 and 03/12/2009

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