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MG TD TF 1500 - TD Mark 2 identification

Hi TD enthusiasts,

I am wondering how a genuine TD Mark 2 (TD/C) can be identified. I have read that they have various mixes of modifications to compression, suspension, fuel pumps, diff-ratios carbys etc, but that can be done to any TD. Were they marked by the factory in any way?

I know that "TD2" as a suffix after XPAG is not related and is a source of much confusion because it is more related to the later 8" clutch.

I have tried the archive, where I am sure the answer lies, but without success.

Cheers from South Australia,
Bob Schapel
Bob Schapel

Hi Bob,

I think the production TD/C's all had a small teardrop bulge in the bonnet side to accommodate the air filter pipe to the front carb. This should help for a quick external id without getting underneath the car/lifting bonnet.
I own one of the 3 'unofficial' works racers made in 1950. My car and it's surviving sister car do not have the bulge as no air filter was ever fitted.

Regards,

Mike


M Spencer

Hi Bob

Wondered about that myself here a while back and went searching and found this from MGCC Syd. I hadn't realised they were over 1400cc though--I knew they had 1 1/2" carbs and possibly TF size valves but thought they were still XPAG size
TD/C chassis number would be the id point I'd think but don't know if there was a reset in numbering for TD/C or if the TD numbers just kept rolling on

https://www.mgcarclubsydney.com.au/mg-td-registrar/
William Revit

I think all TDs had a 1250cc XPAG TD/Cs included.
I think they may be confused with the TF 1500 which had a 1466cc XPEG engine.
The XPAG can be bored out, mine is 100 thou over with top hat liners and displaces approx 1350cc now.

Regards,
Mike
M Spencer

The chassis front rail was stamped TD/C, followed by the number, as in the photo of TD/C13790.
(The TD/C is clear, but the number has not been stamped as clearly)


R WILSON

Tom Lange has production records and can check chassis number for you. He is also the expert on all things Mark II. Don't have time to pull reference, but the Mk II was gradually modified throughout TD production. Originally had small regular air cleaner/modified manifold with no hood bulge. I think the bonnet badges were added later too. Tom can clarify. George
George Butz III

They also had H4 carbs but not the same as the TF H4. They had "dustfree" 3 screw suction bells but the buttress is not drilled so require the vented damper cap.
Also twin fuel pumps and a lifted axle ratio
Ray TF 2884
Ray Lee

MG offered all the competition parts that were added on the TD/c as available parts, so yes, it was technically possible to make any TD into a TD/c. But as stated a true TD/c will have those letters on the ID plate, and on the left side of the front dumb iron.

The TD/c engine was marked as a TD3 on the engine plate and on the ID. I don't know if this was consistent through the run or just for later cars.




Bruce Cunha

I took an "enhanced" photo of the dumb-iron.

Jim


J Barry

Mark II changes from "The T-Series Handbook": At engine number 17029, prefix was changed to TD3. All: 8.1 compression, larger 36mm intake and 34mm exhaust valves, 1-1/2" carbs, late examples use a different distributor with a revised advance curve. Of course the Andrex shocks and twin fuel pumps. Chassis: rear end 4.875:1;at car number TD/C22613, small bulge on right hood, larger air cleaner and manifold, radiator and special large spare wheel medallion- black on white MG emblems, bonnet emblems, chrome plated grille slats and a curved grab handle on the dash. This was info published by the NEMGTR dating to the 80s. There is a lot more detail in the factory parts manual, section R. This is also mentions the rear bumper emblem/plinth, etc. George
George Butz III

Thanks guys.
That is great feedback.
As always, this site is a wealth of information!
Thank-you all.
The main mysterious factor is whether some had 1466cc engines. I know that special blocks (including "dry-deck" and 8-port heads) were played with during this period.
Bob Schapel
Bob Schapel

There is still misinformation in circulation about Mark II cars, including in such extensive and detailed books as Clausager's Factory Original MG T-Series.

Two small corrections to what is stated above: the bonnet bulge was present in ALL TD/C cars, before and after the "bling" package was applied at TD/C 22613. I HAVE seen Mark II cars without the bonnet bulge, but the bonnets are usually so ill-fitting that there is good reason to believe the bonnets were replaced.

And the car was never referred to as a TD/c; it was always a TD/C, as can be seen from the Guarantee plate and chassis stamping above, factory parts book, and literature.

The Mark II's H4 carbs are 4031 carbs, virtually unique to the TD/C (I was once told that some hot Healy cars also used them, but have never been able to verify that).

Finally, although it was indeed possible to purchase all the Mark II bits over the MG parts counter, the body tub would have to be removed to weld on the brackets for the Andrex shocks. I have only seen ONE car with Andrex shocks that was not a Mark II car, but it had every other detailed bit of Mark II parts, and I think was mis-labelled at the factory. And finally, there is also no evidence to indicate that any Mark II cars were sold without Andrex shocks - that was one of their big selling points!

All Mark II questions cheerfully answered.

Tom Lange
MGT Repair
t lange

Thanks Tom,
Did any have the bigger engine, eight port head or dry-deck arrangement? Or were those things completely separate experimental projects?
Bob
Bob Schapel

Bob - Only ONE car was sold with an EX176 engine. I have been trying to buy it for some time to put an EX engine back in it; it has a normal XPAG engine now.

Tom Lange
MGT Repair
t lange

This thread was discussed between 13/08/2023 and 19/08/2023

MG TD TF 1500 index

This thread is from the archive. The Live MG TD TF 1500 BBS is active now.