How to install transmission crossmember on a mgb

Steel bonnets can rust on the front, but this isnвЂ™t common and would usually indicate that there is some historical accident repair. MGBs up to late 1969 were originally fitted with an alloy bonnet, later cars came with a steel panel. It therefore follows that a detailed examination, ideally by someone familiar with the MGB structure, should be done to verify the body condition, and always assume that any rust bubbles you can see on the surface are signs of considerably more widespread corrosion below. Many other areas of an MGB can suffer corrosion as the original body steel was not well protected, although rare exceptions can be found such as late cars given the period Ziebart anti-rust treatment when new. Today these are a cheap, simple and a highly recommended addition.ДЄdditional corrosion is often found around the top sections of the outer edges of the rear wheelarches where the arch and wing meet, also in the rear sections of the integrated chassis legs where the rear spring swinging shackles mount, (exhaust heat can keep the left side drier and less rusty than the right). One great aftermarket product that arrived in the late 1970s were front plastic under wing liners that simply stop water and mud getting onto that ledge, into the sills and front lights and so largely preventing rusting in those areas. Other areas vulnerable to rust include front under wing reinforcements as they have a ledge for mud to sit on. Unfortunately this oil spray doesnвЂ™t fan out far beyond the tunnel. Not that this is the only area of rusting, although one bright spot is that the transmission tunnel is usually OK as the less-than-oiltight B-series engine will usually have soaked this area, and oily metal doesnвЂ™t rust.

Be aware that rusting problems in this area usually mean expensive restoration. However, some indication of condition can be gained by probing through sill drain holes with a screwdriver to feel the vertical panel, assuming there is any of it left.

The twin box sill structures are created by a vertical diaphragm panel that closes off the inner box from the outer sill, and the problem with assessing this panel is that it is not visible. If this panel doesnвЂ™t have the вЂcastle rampartвЂ™ look all the way along, then this indicates the possibility of poorer quality cover-up repairs just to get an MoT without restoring the original structural strength of the car. The base of this box can be seen underneath and is called the castle section, a description taken from the shape of the panel. This forms the outer half of a double box section, and the inside box can be seen inside the car running along the outside of each floor. Just picture the side profile with the doors removed вЂ“ what is left is a large front section connected to a slightly smaller rear section by a thin bit in the middle, and that thin bit consists of the sills and transmission tunnel.Д¬orrosion below the level of the bottom of the doors is the main area of vulnerability, and it should be noted that while the only visible part of the outer sill is what you see under the door, it is in fact a much longer panel that is formed to run behind the front and rear wings, so that in position this panel runs from the front wheelarch to the rear wheelarch. The MGB is a sports car with no additional support from a steel roof (even the GTвЂ™s roof has small screen pillars that donвЂ™t add much rigidity), so the condition of the sill structures and transmission tunnel are critical. The main problem area with any MGB is body rust as it was quite susceptible to corrosion. If you have read our MG BuyerвЂ™s Guide series, then you will have already covered the basic intro and mechanical spec in our MGB GT BuyerвЂ™s Guide.В What follows here, is a guide through the bodywork woes of any MGB and some thoughts on the chrome bumper cars in particular it really needs to be read together with the earlier section to get the whole picture.

How to install transmission crossmember on a mgb