MG Magnette KA User manual

MISCELLANEOUS DRIVING HINTS
Do read this Manual thoroughly and carefully and follow out the instructions
laid down.
Do use the gears freely, particularly on hills and when accelerating after corners,
in traffic, etc.
Do free the engine by hand when cold before using the starter.
Do not race the engine when it is cold ; this will shorten considerably the life
of pistons and bearings, and may even result in piston seizure. At the
same time do not allow it to idle, this is equally injurious. The best
warming up speed is 1000 r.p.m.
Do not run the engine with the mixture control in the rich position longer than
necessary.
Do avoid " harsh " driving, particularly when braking ; the M.G. brakes are
smooth and powerful and need never be "stamped on."
Do please drive slowly in the vicinity of the factory when visiting us.
Do retard the ignition before starting the engine.
Do write to us or come and see us (by appointment, please) when in any difficulty.
Do not allow the engine to " pink."
Do not slip the clutch except when actually starting off or changing gear ; change
down in traffic, to bottom gear if necessary.
Do not subject the tyres to glancing blows from the kerb when drawing up beside
the pavement ; this may interfere with wheel alignment and have a serious
effect on steering and tyre life.
Do not lean on open doors.
Do not under any circumstances allow the oil level to fall below half full ; it is
best to keep it always up to three-quarters at least.
Do not mix different brands of oil in the sump.
Do not allow the engine to labour.
Do not forget to top up the battery regularly.
Do not forget to turn the petrol tap back to the main position after refilling
the tank.
Do not leave the headlamps alight when the car is stationary at night ; this drains
the battery unnecessarily and is very discourteous to other road users.
Do not try to improve your car's performance by altering the ignition timing
or interfering in any way with standard settings and adjustments. The
makers know best.
Do not forget to lubricate clutch thrust.
Do always quote model, year, engine and chassis numbers when writing. This
is very important.
See Hints at the end of Pre-selector Gearbox section.

FOREWORD
The object of this lnstruction Book is to place the owner in possession of as much
detailed information as is possible concerning the " K " Type M.G. Magnette. It is
intended first of all in the early chapters to afford a pictorial survey of the chassis generally,
and the book is so arranged that all the essential information and instructions necessary
to mointain the car in efficient condition are contained in the early part. The remaining
chapters contain more detailed information which it is hoped will prove of interest to
most owners, including details of both the manual and pre-selector type gearboxes.
The time arises when
o car has to be dismantled, and it is then that the reference
to the lnstruction Book can be of considerable value, as it points out both to the owner
and repair shops, unacquainted with the construction of the car, the correct method of
procedure.
There are a number of adjustments that have to be carried out from time to time
such as adjusting the valves and brakes, and more detailed information is given upon these
points separately. The book is provided with a comprehensive index, to which reference
should be made, as it is quite possible that either illustrations or reading matter con-
cerning the same parts may come under different headings. Should at any time the
owner fail to find the particular instruction he requires in the lnstruction Book, it is hoped
he will not hesitate to communicate with the Service Department at Abingdon, who will
always be only too ready to afford any assistonce they can at any time.
SECOND EDITION REVISED MARCH. 1934.
Page One

IMPORTANT POINTS CONCERN1NG LUBRICATION
The first thing that the owner will want to know concerning his car will be
the various lubricants that are recommended by the makers and the points of the
chassis that require attention. The engine oil filler is situated on the off-side of
the engine, alongside which there is a dipstick. Under no circumstances should
the car be driven fast on the lower gears or exceeding
40 miles an hour
on top gear during the first
500 miles. At the end of this period the engine
oil should be drained and the base chamber refilled with new oil. The oil filters
(one in the sump and the Tecalemit unit), which will be referred to later
should be removed, the suction filter in the sump washed out with petrol, and the
spare Tecalemit element should be fitted in place of the used one.
It is inadvisable to run a cold engine fast until the oil has had an opportunity
of warming up sufficiently in order to circulate freely through the oil passage ways
throughout the engine. The pump is called upon to suck from the base chamber
or sump, oil which has become thick with standing, particularly in cold weather.
It may be noticed that the oil gauge will show that the pressure may drop as the
speed increases if the engine is driven at all fast when cold. This is an indication
that the oil has not become sufficiently thin to pass into the pump in sufficient
quantity. The gear type pump lubricates the whole of the engine including
the valve gear.
The gcarbox and rear axle are provided with hexagon-shape filler caps.
Indication of the height level to which oil should be filled is provided, preventing
overfilling. It must be remembered that the car should not be moved in any
way when the gearbox and back axle are filled, otherwise additional lubricant may
be carried round by the teeth of the gears, thus causing the housings to contain
more oil than they need and above the proper level.
Chassis fittings are conveniently lubricated from six oil nipples, three on either
side of the car, which are to be found on the brackets supporting the dashboard.
The bonnet has to be lifted and the nipples fed with gear oil hy means of the large
oilgun. Reference to the plates attached tothe dashboard show that on the off-side
of the car there are nipples marked A, B and C, and on the near-side of the car
nipples D, E and F. The points lubricated by these various riipples are the brake
cables, the spring anchorages, the steering box and column and the brake cross
shaft. The brake operating spindles which pass through the brake-drums require
no lubrication. The steering head pins and the track rod and other steering
ball socket joints need lubricating separately. Only use Shell Gear Oil in the
large oilgun.
A two-colour lubricating chart is provided herewith indicating the lubrication
that is carried out from the central dashboard nipples and is shown in black, and
the other points on the chassis that have to be individually lubricated are shown
with a red circle surrounding them, and if there is any doubt in any owner's mind
as to the exact location of the nipples, they can be seen in one or more of the
illustrations of the parts contained in this Manual. The only point that cannot be
normally seen is the clutch thrust lubricator, but this will be dealt with on page
60, from which it follows that the clutch inspection cover has to be removed before
the thrust can be lubricated, which requires attention every 2000 miles minimum.
Page Three

The following lubricants are recommended by the Company :
Approved Engine Oils.-Every M.G. Magnette is tested on Duckham's
Adcol "NP5" Aero and the sump and spare quart tin are filled with the same
brand when the car is issued new. We very strongly recommend the use of this
oil, both in Summer and Winter.
On the rare occasions when this oil cannot be obtained the following oils
are approved for use
:-
Duckham's Adcol " NP3 " Summer and Winter.
Wakefield Castrol
" XL " Winter, " XXL " Summer.
Filtrate Sports Winter and Summer.
Mobiloil " AF " Winter, " D " Summer.
Pratts' Essolube Racer Summer and Winter.
Price's Motorine "C " de Luxe Summer and Winter.
Shell Triple or Aero Shell Summer and Winter.
Speedolene Aero Engine Oil Summer and Winter.
Sternol
" WW " Heavy Summer and Winter.
Under no circumstances are a mineral and vegetable base oil to be
mixed in the engine.
Gearbox and Back Axle.-As
in the case of engine oils, we recommend the
use of Duckham's oil, the particular brand for the gearbox and back axle being:-
Pre-selector Gearbox. Duckham's Adcol " NP3."
Filtrate S.C."
Wakefield's Castrol F."
Manual Gearbox and Back Axle.
Duckham's Gear Oil N." Pratts' Super Gear Oil.
Castrol Swanshot Gear Oil. Price's Motorine Amber " B."
Filtrate Gear Oil. Shell Gear Oil.
Mobiloil " C " (Gearbox " CW "). Speedolene " H."
Hub Grease. Duckham's Adcol HBB."
Universal Joints. Duckham's Hardy Spicer Grease.
Great care should be exercised in mixing oils at all, and
it is far preferable, if
anybody wishes to run on a particular oil or is so forced by circumstances, that
the old oil should be drained out first and a complete replenishment made.
Under no circumstances should paraffin be used to wash out the lubricating
system unless the engine is being dismantled. More detailed instructions of the
lubricating system of the engine will be found on pages
48 and 51, which deal with
the complete travel of the oil from the sump to the pump, thence through the
various pipes and passages in the engine to the main and big-end bearings and to
the overhead valve gear. The oil pump is provided with a relief valve of very
simple construction consisting of a spring and dash-pot enclosed in a cover plug.
The details of this will also be found on page 50.
We will now leave the general lubrication summary with the advice to
use
only recommended oils whenever obtainable. Keep the receptacle that is used
for filling clean and covered, and also wash round back axle and gearbox filler caps
before these are unscrewed.
The gearbox and back axle should be refilled
for preference after the car has been running some time, so that the
lubricant has had a chance to become fluid.
Page Four

THE M.G. MAGNETTE
CHASSIS DETAILS
General Survey. As soon as the owner receives his car it is advisable to
make himself familiar with its general mechanical details, and in order to assist in
this as much as possible, it has been thought advisable to take a general pictorial
survey of the chassis, in particular those parts that cannot be seen after the body
has been fitted.
The view shown in Illustration No.
I is perhaps a little unconventional to some
people, but
it is the view obtained by looking at a chassis from underneath. The
petrol tank is not in position, but the undershield beneath the gearbox and front
passenger's compartment can be seen. Certain views taken from below will be
described later, more particularly the front and rear axles.
ELECTRIC WIRES
Illustration I.-View of the M.G. Magnette chassis as seen from below. As the position of
batteries differs on models, these must be considered as of one type only. It is possible to see from
this illustration the position of the slide to obtain access through the undershield which is fitted
only with manual type gearboxes to drain the gearbox. The suspension can be examined and the
manner in which the wiring is carried out in flexible metal tubing.
It will be noticed that the undershield is fitted with a slide, which should be
pushed forward in order to obtain access to the gearbox drain plug, which can be
removed by using a box spanner. The body is mounted on extension brackets
attached to the outside of the frame, these extension brackets can be seen in the
illustration.
It will also be seen that semi-elliptic springs are fitted fore and aft.
In order to obtain a better view of the chassis, it has been found desirable to
remove unnecessary fittings such as wings, wheels, etc.
Page Five

Illustration 2.-Near-side front view of the engine mounted
in the frame, showing the position of the dynamo and water pump,
the manner in which the frame is upswept over the axle and details
of the suspension. Note the position of the oil filter. The insert
shows the thermostat for controlling the temperature of the water.
Illustrations Nos. 2 and 3 are two separate views of the near-side of the engine.
No.
2 particularly shows the upsweep of the frame over the front axle, the mounting
of the radiator and the two water connections to the engine. Cooling is by water
pump, which is driven direct from the timing gears. The water pump is shown
in the illustration coupled to the radiator by means of a rubber hose.
On certain models an adjustable thermostat is fitted to control the water
temperature.
Itwill be seen from this illustration that the dynamo, which is placed vertically
and driven from the front end of the engine, has a coupling at its upper extremity
which in turn operates the overhead camshaft.
This illustration indicates the position of the oil relief valve, which is situated
on cop of the oil pump, and the relationship of the latter tothe Tecalemit oil filter.
A rubber buffer is placed between the frame and the front axle, and the
position where the brake cable passes through the frame will be seen, as well as
the oil pipes which lubricate the spring anchorage.
Page Six

One small pipe in front of the engine should be noted. This is the oil delivery
pipe from the pump to the overhead valve gear. This particular unit will be dealt
with separately.
Illustration No.
3 shows another view of the near-side of the engine and
chassis and the manner in which the exhaust manifold and water outlet pipe are
bolted to the cylinder block. It will be seen that the exhaust manifold is formed
into two branches which unite at a point underneath the undershield which is in
front of the silencer, as can be seen by referring to Illustration No. I.
Illustration ).-Rear view of the near-side of the engine, showing
position of the self-starter operated through the solenoid. The central-
ised position of the oiling nipples will be seen on the dashboard bracket
from which pipes convey lubricant, as shown on the oiling diagram.
The electrical wires are enclosed and the cut-out and fusebox covers
have been removed to disclose these fittings on the dashboard.
The Tecalemit oil filter can be seen and the tap has been replaced
by a plug on later models.
The self-starter is situated on this side of the engine, being attached to the
flywheel housing, the action of the self-starter being controlled by a solenoid.
A
number of details of the electrical equipment can be seen, including position of
the cut-out and fuses, the wires from which are carried in a covered casing.
Page Seven