NVC 980 W   Early Days.

NVC 980W was originally registered 1st August 1980, and supplied by Cutlers of Streetly in its original colour of Diamond White. Apart from its first few months it was owned by a lady farmer until 2003, used as a daily runner, and renovated and sprayed red in 1989. She sold it in 2003 after it had lain up in her barn for a few years.

Our Mid-Life Crisis

We bought the car, to fuel our mid-life crisis for £2,999 in October 2003. It looked okay but the seller seemed dodgy. The first night we went out for a spin and broke down in the pitch dark in the middle of nowhere. I may not know much about cars but know a dodgy bloke when I meet one!!!!! Most of the faults were fixed fairly cheaply at our local garage, and we used the car most weekends only occasionally needing the assistance of the recovery service. We even ventured over the water spending a scorching hot week in France returning safely under our own steam. Shortly afterwards in December 2003 we joined South Staffs MGOC, but that's another funny story.

Former Glory

By New Year 2005 the car was looking tired and frayed around the edges. A full renovation began in February of that year. It took the rest of the winter and was completed in our garage at home by Chris Rogers a local auto engineer and fellow member of SSMGOC.
Panels replaced include rear wings, passenger door, wheel arches, inner front wings, front and rear valance, sills, and an endless list of bits and bobs. The car was finished in Tartan Red, and fitted with new carpets, interior, new hood, tonneau, badges, trim etc etc. The engine was converted to lead free and fitted with a Kenlowe Fan. Total Cost......Don't ask it makes me go all wobbly!!!!!!!!.

The finished article is exactly what we wanted. Not a show car, but a smart car that we are not afraid to use. We run it regularly through the summer with no problem, but the car doesn't like to go on holiday. Much to every ones amusement it has developed a penchant for the backs of recovery trucks after leaving the Midlands............the next time you see a Mondeo estate at the back of a convey of MGs........wave its us!!!!!!!!!

1967    MGB Roadster    GHN3-111887

Produced between 9th and 12th of January 1967 the car left the factory on 26th January 1967 and was despatched to J. Cockshoot Ltd., at Kidderminster, but was not  registered until October 1967, hence the  “F”  registration plate. It was finally registered in Dudley on 2nd October 1967 and has had 4 previous owners all residing locally in Wall Heath, Wednesfield, Wolverhampton and Penkridge.

The car was purchased  in a dilapidated state from the last owner who had previously  modified it  to stage 4, with a close ratio Gearbox, back axle ratio of 4.55 : 1 and a fast road Camshaft fitted.   The body had been partly dismantled in an attempt to rebuild it, but had sat around for about 12 years without any action, until someone wearing rose coloured spectacles bought it for renovation on 10th September 1994.

The restoration took 20 months and was completed on 1st June 1996.   As far as possible the car was built to original spec with few digressions, such as K&N filters, Unleaded Head, Spax Shockers, Kenlowe fan,  Stainless steel exhaust, and Motalita steering wheel.

At first it was entered into shows and won quite a few awards, culminating in an appearance on BBC Top Gear in June 2001, from which we have a nice video as a reminder. Since then the driving bug has taken hold and we have ventured to Spain, Switzerland, Germany, Belgium and France several times

including forays to the 24 Heures du Mans, 2000, 2001 and Classic du Mans, 2004, 2006.

Our love of motor sport has seen us join the MSA and Historic Rally Car Register and we now participate in historic regularity road rallies, resulting in minor additions to the car including a Brantz tripmeter, Willans 3 point harnesses and a navigators footrest.

So far we have competed in the following events:-

THE PURCHASE AND RESTORATION OF : MGB MK1 - OFD 693F - GHN3  111887 - Body No. 097267

Produced  9-12 Jan 1967, Neglected until  10 Sept 1994 THE RESTORATION Started 10 September 1994. Have you ever noticed when you purchase something like this, ( low mileage, one lady owner, fsh ) that it never looks quite the same when you get it home   !!!   did I really buy this ?Never mind, a quick sort through all the Tesco carrier bags and most of the bits seem to be here.   Engine !  what engine ?   Oh !  it must be that Red lump with the Yellow bit stuck to it.Now its all cleaned out we can assess the damage  ££££££££. New floors, sills, doors, wings, boot floor, rear wings, valences, plus a few more bits and bobs.   Not much if you say it quick.After removing every nut and bolt a hot air gun was used to remove the underseal so that the shell could be grit blasted and then etch primed. All rot was removed and replaced by new steel, then floors, sills, new boot floor and chassis legs, complete rear wings with valance and rear quarters were welded inThe whole underside was seam-sealed to prevent moisture ingress, then primed and coated with stonechip before final painting. After careful preparation the shell was then primed and finished in an original MGB colour, RD9 Tartan Red. The boot, bonnet and doors were painted separately to achieve a more even finish. The top joint between wing and scuttle was not filled so that waxoil could be introduced into the joint to prevent the usual rust trap. All box sections were pressure treated with Waxoil including enclosed wing areas.Whilst the body was receiving lavish care and attention, some of the smaller components were shot blasted and powder-coated. The front and rear suspensions were completely stripped, blasted, powder-coated and rebuilt using new components. Rebuilt front and rear suspensions were bolted to the body to give a rolling chassis, which was then systematically rebuilt using new and reconditioned parts.The engine which had been tuned to stage 4 with 10:1 compression ratio, was de-tuned to 8.8:1 with bronze guides and hardened seats, to run on unleaded fuel. The strengthened rockers and steel crank were retained together with a Piper BP255 mild road cam. The Crank, Conrods, Pistons and Clutch were fully balanced.New bearings were fitted to both front and rear axles, copper brake, clutch and fuel lines were fitted along with a new cotton covered wiring loom.

The original radiator was re-cored and new hoses were fitted throughout. The Carburettors were completely rebuilt using all new components. The dashboard was shotblasted and enamelled in crinkle finish.The windscreen was completely dismantled and rebuilt using new Triplex glass.   Aluminium parts were polished and re-anodised as original, new seals and stainless screws were used.The interior was finished off with a De-luxe carpet set and leather seats, with trim and fittings to maintain originality. THE CONCLUSION At last! Finished 01 JUNE 1996 Thanks go to Guy Eastwood for body restoration and painting.

To Cynthia my wife for putting up with endless late nights, supplying all the tea and lending a hand when more than two were required. Also to all others that I bribed or cajoled into helping in some way

OFD at the top of the St Gotthard pass on holiday in Switzerland 1999

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An Antique MFY 32R MGB ?

I visited an Antique Preview in August 2002 with my wife Fran. There were some very nice curtains - the "Swag and Tail" variety which I and Fran were keen on and also a superbly restored MGB Roadster, a Morris Minor and a Ford Chummy.I went on my own on the day of the auction to bid for the curtains.  There were a lot of ladies bidding for the curtains and I lost out.  However only three people were bidding for the cars!  I put myself a limit on the MGB not thinking

I stood a chance.  I was shaking with excitement as I bid and the bidding stopped at me!  I phoned my wife to give her the good news and I said, "I didn't get the curtains, but I got the MGB !" Her retort was "where the Bl---- H--- are we going to put it on the Window!"

Stan & Fran collecting the runners up Trophy at Cars in the Park Lichfield 2007

This is our 1972 MGB Roadster.  We have had the car since 2002.

The car is actually Blaze, and is mainly an original car. 

When I purchased our B in 2002 from a local garage it hadn’t been used regularly for a number of years.  Hence the problem of unsmooth running became apparent on my very first test drive.  The car was very “lumpy” and refused to start without full choke even on the  warmest of days.  This I endured for a while.  However, wanting the car to run at least like it was when new, 30 years ago I began trying to find out what the problem was and to rectify it.  The carbs were rebalanced and set up properly, new needles where fitted, as the old ones were the wrong ones for the K&N air filters that had been fitted in a previous life.  A full tune up improved the cars performance tremendously.  But the car still didn’t run like I knew it should.  Whilst out on a good run the car would perform ok, but on the return journey would often cut out when under load,  like climbing a hill on the motorway. Out on a long run to Wales the car started coughing and spluttering on the road home and eventually broke down and had to be recovered by the AA. 

The repair man agreed with my diagnosis that the probable cause was an intermittent fault on the fuel pump.  I replaced this and the problem was cured again! The next good run out did exactly the same on the way back home, stating to misfire under load, but this time just managing to limp home.  Having replaced the fuel pump, in line filter and checking all the connections I was convinced the problem was electrical.  I began investigating everything electrical. I replaced the distributor cap, the leads, the rotor arm and cleaned all the low voltage wiring. The points were always a source of trouble, needing constant adjustment and replacing, so I invested in a magnetronic electronic ignition system.  This made such a difference.  The car started up with virtually no choke and run smoothly even before it was warmed up.  I was so pleased that at last I had cured the problem. I went for a test drive and filled up with petrol, this is a clue to what the real problem turns out to be in the end.  I was amazed at the difference it made to the cars performance.  It was certainly the best the car had run since I had it.  However my satisfaction was short lived when the next time it went out for a long run it started doing the same on the way beck home!! Ah! I was getting very annoyed with finding the problem.  I again turned to the fuel system.  One thing I hadn't tried was just to see how efficient the new pump was in delivering fuel to the carburettors. I put a pint glass at the end of the pipe and switched on the ignition. To my amazement there was a large quality of air bubbles coming out of the pipe.  There had to be a leak some where or in the fuel tank itself.  I filled the tank with as much fuel as you could get in and tried the experiment again.  The same happened.  I was now really scratching my head as to where air could be getting in.  I put the glass on the outgoing pipe from the pump and air was still coming out.  I looked at the "solid" pipe from the tank to the pump.  I removed this pipe and under the wheel arch there was a clip holding the pipe in place.  At the back of the clip there was a hair line crack in the pipe! Eureka, I replaced the pipe and put the glass by the carburettor and switched on the ignition.  Within a couple of seconds the glass was full with fuel.  Steve Moore steve@s-moore.co.uk

On Holiday in Torquay crossing the River Dart on the ferry, we were captured by a reporter for the local paper.

The picture attached was taken near the largest dunes in Europe “Dune du Pilat” on a trip from Northern Spain to the UK that Diane I made in July 2005 on one of our continental trips with Brian and Margaret.

A little bit of History on the car.

I acquired the car in March 2001 and used it on the London to Brighton run in May of that year, unfortunately the head gaskets failed before we got there 50 miles short. Diane and I managed to drive the car back home with Brian and Margaret’s help. The cylinder heads were removed and sent to a local machine shop to be skimmed and checked. Unfortunately they were found to be scrap due to porosity. Two new Rover V8 4.6 cylinder heads were located on E-bay that had been polished and ported  which had been removed of a development Range Rover test vehicle. During the rebuild a Piper Sport cam was fitted with and a Holley 500 CMF Carburettor and Mallory distributor with two sets of points. The front brakes were upgraded with thicker discs and four pot callipers as fitted on the old Ambassador Wedge shaped vehicles. The back-axle was also changed from the standard 3.7 Ratio as on the 1.8 MGB to the MGC 3.3 Ratio wire wheel axle. 15 inch wire wheels with low 195x60 profile tyres with 72 spoked wheels were fitted. Engine improvements performance has gone from 135 BHP to around 190 BHP.

If driven properly 27 mpg can be achieved if you want to smile you can just about get into double figures. (0-60 mph  6 seconds approx. new clutch required) Recent modification new twin exhaust fitted to produce the V8 burrble.

Job to do later this year is to fit a performance clutch the one fitted in the car has seen better days.

See also our RV8