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

Wewill now pass to Illustration No. 4, which is a view of the off-side of the
engine, as shown when fitted in the frame. The oil filler, as will be seen, is situated
towards the rear end of the engine, and just in front of this a dipstick is provided
in order to test the level of the oil in the engine from time to time. Whenever
the dipstick is removed, first of all wipe
it clean, insert, and a correct reading can
be taken after removal. The oil gauge on the dashboard which indicates the engine
oil pressure is coupled up to a tap situated close to the oil dipstick, as shown in
the illustration, which makes it possible to cut off the oil from the gauge, should
necessity arise.
Illustration 4.-General off-side view of the engine and chassis before the body is mounted.
The central lubrication nipples and pipes are clearly shown, as well as the petrol feed pipe to the
change-over tap; the bottom bowl of the Petrolift acts as a filter. It will be noted that the carburetters
are set slightly at an angle, giving access to the sparking plugs.
The lubrication details can also be studied, viz. the position of the engine oil filler and dipstick.
At the top left of the illustration, the Petrolift will be noticed, which is electric-
ally operated. The lubrication of the spring anchorages and certain other parts are
carried out from the centrally located oil nipples A,
B and C attached to the dashboard
bracket. These will be seen on referring to the oiling chart, those on the near-side
being marked D, E and F.
There is a description upon the plate on the dashboard bracket, carrying three
nipples, which are referred to in the oiling chart as A,
B and C, indicating the
correct lubrication and part which each nipple supplies. The pipes can be seen in
the illustration attached to the side member of the frame. The radiator and dash-
board are tied together by means of stay rods which are adjustable.
This illustration also shows the magneto and the three carburetters in position.
The carburetters are supplied with petrol from the Petrolift, which is provided
with a filter which consists of a metal bowl at the base of the Petrolift. The
removal of the filter
is effected by unscrewing the bottom nut. The petrol feed
pipes will be seen on the left-hand bottom corner of the illustration
; unions are
situated just behind the body bracket to permit of their removal from time to time.
(Later models are fitted with a petrol pump, details of which are to be found at the end of this manual.)
Page Eight

Momentary reference should be made to the jet control levers of the three
carburetters.
If ever jets are adjusted, it is necessary to remove the pins in the
jet control rods, so as to give effect to the adjustments, but this matter will be
referred to later.
lllustration No.
5 is a close-up view of the off-side of the front of the engine
and contains a number of points with which the owner should familiarise himself.
There is first of all an oil level dipstick, which has already been referred to, the next
important point is the water drain tap which empties the radiator
; this tap is
actually beneath the radiator and is only indicated in the illustration to draw attention
to it. In addition to this drain tap, it will be seen on lllustration No. 31 that there
is another tap towards the rear of the cylinder block.
It is necessary when draining
the water to turn on both the taps, so as to be sure of draining the cylinder block
as well. Remove radiator cap while draining and leave it off till the radiator is
refilled.
lllustration 5.-A more detailed view of the components of the off-side
of the engine. The water drain tap is placed below the radiator (also shown
in lllustration No. 14). The position of the magneto drive through vernier
coupling can be studied.
It will be noted that there is an external wire coupling
from the interior of the magneto to the contact breaker and cover. Never
attempt to start the engine with the contact cover off. The jet control to the
carburetter can be seen, and if ever it is necessary to adjust the jets, it is necessary
to remove the pins from the levers and adjust the equaliser rod.
The magneto is mounted on a bracket and driven through a train of gears by
means of coupling with vernier adjustment, so that if ever the magneto is removed,
it can be replaced without altering the timing gears. It is fitted with two points
for lubrication (this should be carried out sparingly and with special oil), the
oiling holes being covered by spring-loaded caps.
Special attention is drawn in the illustration to a wire which passes to the rear
contact breaker cover. This wire is attached to the same terminal as the earth or
switch wire, and it is impossible to start the engine if ever the contact breaker
cover is left off.
Page Nine

Nomention has so far been made of the lubrication details of the engine, except
the fact that oil is delivered from the pump to the overhead valves operating
mechanism. It stands to reason, of course, that oil which is so delivered will have
to be returned to the sump, and this is effected by means of two external pipes,
one of which is shown in Illustration No. 5. The oil return conducts oil in the
magneto timing gearcase, so that this is virtually automatically lubricated.
Illustration 6.-Central view of the chassis, showing the gearbox mount-
ing (pre-selector model); the details of all the various levers can be studied
and the location of the stop light switch.
The next point in Illustration No. 5 is the steering gearbox, which is attached
to a bracket on the front cross member of the frame. It will be seen that the
steering box is lubricated from the central lubricating nipple C.
The next illustration, No. 6, deals particularly with the view of the dashboard,
steering column, clutch, brake, and accelerator pedals, gearbox and the general
controls of the car, including ignition control. The ignition and jet controls are
operated by two small levers situated alongside the change speed lever. The hand
brake lever is on the near-side of the gearbox.
The actual illustration is of a chassis fitted with pre-selected gearbox, and the
gear control lever will be seen at the end of the remote control tunnel. The
owner should realise that the petrol tap
is brought close to him, whereby the
control of the main and reserve petrol feeds can be switched over while the car
is in motion by simply turning the knob on the right-hand side of the tunnel. The
slow-running control is placed on the opposite side. Both controls are clearly
marked. The stoplight switch controlling the stoplight to the rear of the car
is
coupled direct to the foot brake-rod.
Page Ten

The speedometer is driven from the rear of the gearbox immediately in front
of the universal joint. The latter is coupled to the front end of the propeller shaft
by means of a splined telescopic joint, allowing for the rise and fall of the rear axle
and the movement of the rear springs.
Continuing the general survey of the portion of the chassis which is entirely
covered by the body, reference should be made to lllustration No.
7.
A separate
illustration, No. 8, has been prepared to cover the lubrication points more clearly,
as well as the petrol feed line in the off-side of the frame.
lllustration No.
7 shows the gearbox attached in the frame by means of a
tubular cross member which passes through the bell housing which unites the engine
to the gearbox.
It also shows the change speed lever and the remote control.
In order to prevent any fumes from the engine entering the driving compart-
ment of the car, the flywheel housing is fitted with a rubber ring which seals the
space between
it and the metal covered dashboard. In both types of gearbox
employed in this chassis, the filler orifice is situated on the near-side.
The adjustment for taking up wear of the hand brake is effected by means of
a thumb screw adjuster situated at the base of the hand brake lever, clockwise
rotation being applied to tighten the brake. Extension body brackets are mounted
on the frame as shown. The electric wires from the battery are carried in a metal
conduit situated underneath the frame on the near-side. The propeller shaft is
normally entirely covered by a shaft tunnel, the forward mounting of which is shown
in lllustration No.
7. This shaft tunnel has a hole drilled in it through which the
small oilgun is introduced to lubricate the front universal joint.
lllustration 7.-View of the near-side with the central portion of the chassis showing the
gearbox and pre-selector gear control. The filler plug should be noted, and when this is used the
overflow plug must be unscrewed so as not to overfill the gearbox. Various other details of the
chassis can be seen, viz. body mounting bracket, electrical wire conduits, the hand brake adjuster
and the bracket to which the shaft tunnel is mounted.
Page Eleven

Gearbox extension with remote gear control showing reverse catch and speedometer
connection.
General view of manual gearbox mounted in the frame, showing oil filler and grouped
controls.
Page Twelve

Illustration 8.-Off-side view of the M.G. Magnette chassis, showing position of petrol feed
pipes and unions and the manner in which the electric wires are carried out in a conduit to the
instrument board.
It should be realised that universal joints are enclosed beneath the shaft tunnel,
and that they require lubrication occasionally through holes suitably provided.
Illustration 9.-View of the rear end of the chassis, showing location of the batteries
when these are fitted forward of the axle in two 6-volt units. The tubular propeller
shaft has purposely been disconnected from the axle to indicate the flange fitting; access to
the batteries and rear axle filler and dipstick can easily be obtained under the rear seat.
Page
Thirteen

A separate illustration, No. 8, has been prepared to cover the lubrication points
more clearly, as well as the petrol feed line in the off-side of the frame.
It will be seen in this illustration that the clutch pedal is directly coupled to
a lever on the gearbox by means of a rod, which in the case of pre-selected boxes
does not actually operate a clutch as in the ordinary accepted sense of the term.
The effect, however, is the same, as
it disengages the transmission of power from
the engine to the rear axle.
The rear cross member has extensions on either side in which the rear end
of the rear springs are located, as seen in lllustration No.
9. The petrol tank is,
in point of fact, actually supported in the body. The two petrol feed pipes couple
up the main and reserve supplies.
Illustration 10.-General view of the rear
end of the frame showing suspension and shock
absorber mounting.
lllustration No. 9 is a view of the rear end of the frame as seen after the body
has been removed.
It shows the propeller shaft uncoupled from the rear axle ;
the position of the batteries will be noticed and the fact that two 6-volt units are
employed, coupled in series to make a 12-volt unit. Care should be exercised
to see that the nuts which hold the battery lids in position are secure, after the
batteries have been filled up with distilled water on regular occasions. The fact that
the battery is temporarily out of sight sometimes leads to its neglect. Removal of the
rear seat pan will afford access to the batteries and to the rear axle filler, which is
combined with a level dipstick to show exactly how much oil the axle actually
contains.
lllustration No.
10 is the opposite view of the rear axle seen from the rear of
the chassis. Particular instructions will be given subsequently of points fhat can
be seen in this illustration, including the shock absorbers, rear brakes, and spring
anchorage lubrication.
Page Fourteen

lllustration No. II is a close-up view of the rear end of the chassis, showing
particularly one side of the rear axle. It will be noticed that there is a rubber-
lined rebound clip which limits the travel of the rear axle upwards when passing
over very bad roads, and there is a rubber buffer on the frame as well to cushion
any shock in the opposite direction. It will be seen that the shock absorbers are
mounted on a stabilising cross member, the tension of the shock absorbers being
obtained by tightening the central nut in a clockwise direction.
The brake cable passes to the anchorage underneath the axle, and the manner
In which the rear brakes are applied can clearly be seen.
Illustration No. 12 is a view well worth studying, as
it shows that the springs
are attached to the rear axle and the manner in which the lubrication pipes convey
oil to the points of suspension from the central dashboard nipples.
On previous illustrations the batteries are situated in front of the axle. In
some models they are situated behind the axle in the manner shown.
Illustration I l.-Close-up view of the rear axle showing detachable cover-plate.
The shock absorbers are mounted on the cross member and the rebound of the axle
is limited by the clip.
On later models the greaser is not provided for the rear brake camshaft.
Page Fifteen

Illustration 12.-View of the chassis as seen from below. The shock absorber bracket forms
part of the rear spring mounting. The springs are attached by means of four large bolts, the two
smaller bolts preventing the leaves from separating. The brake cable attachments to the rear brakes
will also be noted, as well as the petrol pipe unions at the rear end of the line. Rear axle drain plug
should be noted.
Steering. As the majority of the parts of the steering layout are normally
out of view,
it is as well that the owner should become familiar with the design and
principle, so as to be able to carry out his part of lubrication, and in the event of
any accidental damage occurring to see exactly how the parts are mounted. The
steering box proper is attached to a bracket on a cross member of the frame and
is fitted with a drop arm which is coupled to a transverse pull and push rod. This
will be seen in subsequent illustrations, but the view shown in Illustration No.
13
is of the steering bracket and the off-side steering arm, which is in turn coupled to
the steering head and the track rod. Every articulating joint of the steering is
fitted with an oil nipple. The track rod is threaded at either end. In fact, all the
steering rods, or, to be more exact, tubes, are threaded. This permits of accurate
adjustment and to take care of any irregularities in the tracking of the wheels.
It is essential that anyone removing one of the divided track rods should see
that
it is replaced the correct way round.
On examining the track rod it will be found that the ball joint at one end of
the rod is loaded by a coil spring, and at the other end by a coil spring washer.
The end with the double coil spring washer should be fitted to the triple
steering arm.
The end with the coil spring should be fitted to the steering knuckle arms.
The draglink from the steering gear to the triple steering arm is fitted as
standard with the long ball end at the steering gear, and the short ball end at the
triple steering arm. This could be reversed without doing any harm, but as there
is no object in reversing
it, the standard position should be adhered to.
All steering connections should be lubricated with gear oil.
Page Sixteen

Illustration 13.-Front end view of the frame after the engine has been removed : the brake
cables pass through the chassis as shown. The front cross member is utilised tosupport the engine
and the steering bracket is indicated: the oiling nipples on the steering rods should be examined.
Illustration 14.-View of the front end of the chassis as seen from below. The spring mounting
will be noted, including rebound spring clips. General steering lay-out can be examined, including
the pivot lever which passes through the axle body. Particular note should be made of the position
of the radiator drain tap and the bolts on the underneath side of the sump to secure
it to the
crankcase.
Page Seventeen