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MG parts spares and accessories are available for MG T Series (TA, MG TB, MG TC, MG TD, MG TF), Magnette, MGA, Twin cam, MGB, MGBGT, MGC, MGC GT, MG Midget, Sprite and other MG models from British car spares company LBCarCo.

MG TD TF 1500 - TD, TF Tow Bar

I prefer that my old tow bar go to someone here on the BBS rather than someone on FeeBay. It has been hanging on a nail in the basement since the 1990s and it has to go. It measures about 42 x 30 as shown in the picture with the attach holes drilled to fit the dumbiron bumper bracket bolt locations when they are removed. Contact me if interested via mgcarnut using charter dot com as the other part.
I apologize for making an offer here.

Jim Merz

No apology needed!
These cars flat tow very well, with no need to disconnect the drive or propeller shaft.
Len
Len Fanelli

Oops, I should have said dot net instead of dot com in my posting. Old age I guess.
Jim Merz

Len, I don't see that it is a good idea to tow a TD with the driveshaft attached. The oil is just going to sit in the bottom of the case with none of the gears (mainly the cluster) turning to splash it around. However the rear two bearing races as well as 3 sets of needle rollers will all be spinning at a great rate without any lubrication except that which remains from when the engine was last run.
H.D. Pite

I towed a TD on a dolly with the propshaft connected for 550 miles (at 55 MPH) with no gearbox issues and it has been working fine for 4 years since then. Just one man's experience.

John Quilter (TD8986)

I'm afraid I'm with Mr. Pite... I'd not tow a car long distances with the prop shaft connected. He's right about the bearings not receiving proper lubrication, and the bearing most in danger is the needle rollers between the first motion shaft and the rear output shaft.

When an engine is normally running, the first motion shaft is almost always spinning (except when the clutch is disengaged) and there are tiny holes in the gear which 'squish' oil into that particular bearing, continually lubricating it. Think of it as a rudimentary oil pump.

When you are towing, however, the first motion shaft is held still (since the engine's not running and the clutch is engaged) whilst the output shaft is left spinning at road speed (because the prop shaft is bolted to it). Therefore, that little needle roller bearing is continually spinning, and because the first motion shaft is held still by the motor, it receives little to no oiling. So, the bearing race on the stub on the output shaft and the one inside the first motion shaft, as well as the rollers themselves, tend to suffer badly and may begin to gall. It's not pretty, though it it's a silent damage in the early days - you only hear this bearing if it's bad when in neutral and idling... but when it gets really awful you may begin to suffer from serious transmission whine and/or popping out of gear.

It is for this same reason that many old British car manuals told owners not to coast in neutral for long periods - the first motion shaft would only be turning at idling speed (not much oiling) but the rear output shaft would be spinning very fast, putting excessive stress on that bearing. It's best to keep it in gear when descending hills to reduce this stress.

Kevin McLemore

This thread was discussed between 18/07/2014 and 19/07/2014

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