#Mg midget front suspension upgrade manualThe idea is to remove all the accumulated junk, especially from critical areas like the float bowl and jets.Ī shop manual is a good idea, but we have a little cheat: Just disassemble one unit at a time, and use the other as a 3-D shop manual of sorts. The process is mostly a function of carefully cleaning, disassembling and reassembling each carburetor while installing new gaskets. Not-So-Complex Carbsįreshening a carburetor is not as scary as it sounds, and companies like Quantum Mechanics supply the necessary kits. Every time we use this miraculous product, we’re impressed with how it knocks down exhaust temperature and holds up for years, looking like new for a long, long time. We also redid the air cleaner with the original black crackle finish.Īs always, once we test fitted the manifold, we sent it to Swain Tech Coatings to be coated. Our carbs did need to be freshened, though, and we did that ourselves. To truly rebuild SU carbs, you must send them to an expert replacing those throttle shaft bushings requires specialized equipment. Because our carburetors didn’t exhibit any throttle shaft wear, we didn’t need to have them rebuilt. In our case, Quantum Mechanics sold us a brand-new downpipe to match the European exhaust manifold. Remember, these parts may be nearing their 40th birthday, so go with a reputable dealer. Ideally, you’d also get carburetors that aren’t worn out. The key here is getting the entire setup, including the linkages. The first step is buying the right parts. Because these parts are designed by Triumph to fit the cars, the swap is a snap and the results are nothing short of remarkable. This firm finds these parts overseas and imports them for American enthusiasts. They’ve even won countless SCCA championships.įor about $400, we sourced a set of these carbs, the proper intake manifold, a factory European exhaust manifold and a downpipe from Quantum Mechanics. These SU carburetors may be older technology, but they have served many owners very well through the decades. The factory paired these preferred carburetors with a free-flowing, cast-iron exhaust manifold that emptied into twin pipes. A nifty-looking, dual-inlet air cleaner wrapped in a black crackle finish was part of the package. In England, Triumph Spitfire 1500s were sold with dual SU carbs. These are both good solutions, but we went with an even easier fix on our 1973 Spitfire. Some enthusiasts opt for a Weber DGV down-draft or single side-draft 40 DCOE setup. While adding main bearings and redesigning thrust washers is not an easy feat, at least one of the engine’s problems can be addressed: without much headache better carburetion. To save money and meet the ever-stricter U.S. emissions standards, American-market versions of this 1500 were fed by just one carb, not the dual SU setup found on earlier Spitfires. The biggest problem with these engines, however, had to be the single, emissions-era Zenith Stromberg CVcarburetor. Thrust washers needed to be maintained, or crank walk would destroy them as well. The three-main-bearing design did not lend itself well to hard use. These engines were known to be delicate, especially if over-revved. Detractors complained of durability and drivability issues. More torque, as we know, helps produce better acceleration numbers.īut there were some problems. Right off the bat, this larger engine delivered more torque than its predecessor. Almost 100,000 of these engines were used in the 1973-’80 Spitfires, and nearly as many were used in MG Midgets sold from 1975 and later. While often lamented, Triumph’s 1500cc, four-cylinder engine is still owned and loved by thousands of enthusiasts.
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