Question 1

Sill Corrosion

Accepted Answer

The outer sill skin softens, bubbles, and crumbles. When prodded, it offers no resistance. In severe cases, the door drops when opened because the inner sill has lost its structural integrity. The box-section sills trap water when drain holes block with road dirt and underseal. The corrosion works from inside out -- by the time exterior rust is visible, the inner sill may be seriously compromised. The Midget's sills are structural -- they carry bending loads and are integral to the monocoque. Full sill replacement -- inner and outer sections. This requires stripping the affected area to bare metal, cutting out all corroded material, and welding new panels. Heritage repair panels are available and well-made. Cost: $1,200--2,500 per side.

Question 2

Floor Pan Corrosion

Accepted Answer

Soft or perforated floors, particularly in the footwells. Wet carpets after rain. In extreme cases, visible road surface through the floor. Water enters through deteriorated seals and from below. The Midget's floors are thin and close to the road. Carpet retains moisture against the steel. Weld in repair sections. Available from British parts specialists. Cost: $400--1,200 per section.

Question 3

Rear Spring Hanger Deterioration

Accepted Answer

The rear leaf spring mounting points crack, distort, or tear away from the body under load. Road spray and trapped mud corrode the metal around the spring hangers. The constant load from the springs fatigues the weakened metal. Weld in new hanger assemblies. Cost: $300--700 per side.

Question 4

Inner Wing and Suspension Turret Corrosion

Accepted Answer

The inner front wings around the front suspension top mounts corrode and thin. Road spray and trapped moisture in the double-skinned areas. The Midget's engine bay is compact, so water doesn't drain well. Fabricate and weld repair sections. Cost: $800--2,000 per side.

Question 5

Thrust Washer Wear (Crankshaft End-Float)

Accepted Answer

A metallic knocking or clunking noise from the front of the engine, particularly when the clutch is depressed or released. The clutch may feel different -- pedal travel changes, engagement point shifts. The A-series engine uses thrust washers to control the crankshaft's fore-and-aft movement (end-float). These washers wear over time, particularly on cars that spend a lot of time in traffic with the clutch partially depressed. When the thrust washers wear beyond specification, the crankshaft can move excessively, which eventually wears the rear main bearing housing and can lead to catastrophic failure. Check crankshaft end-float with a dial indicator -- specification is 0.05--0.13mm. Above 0.25mm is danger territory. Replacing thrust washers requires splitting the engine. If caught early, it is a straightforward repair during an engine rebuild. If left until the crank has worn the block, the repair becomes much more expensive. Cost: $100--200 for thrust washers (as part of a rebuild), $2,000--4,000 for a full engine rebuild.

Question 6

Oil Leaks

Accepted Answer

Oil on the engine, oil on the ground, oil smell from the exhaust manifold. Every gasket and seal on the A-series hardens and leaks with age. The rear main seal is a scroll-type design that relies on engine oil viscosity to maintain its seal -- it is not a positive seal and will always weep slightly. Systematic reseal. Replace all gaskets and seals. The rear main seal can only be replaced with the engine out or the gearbox removed. Full reseal: $150--300 DIY, $500--1,000 at a workshop.

Question 7

Overheating

Accepted Answer

Temperature gauge climbs in traffic or on hot days. Coolant loss through overflow. The A-series cooling system is marginal in Australian conditions. The original radiator loses capacity with age. The thermostat sticks. The water pump weeps. Replace the radiator (aluminium upgrade $200--400), thermostat ($15--25), water pump ($40--80), and all hoses. Total cooling system refresh: $250--500.

Question 8

Crankshaft Failure

Accepted Answer

A sudden, catastrophic failure -- loud metallic banging followed by engine seizure. Oil on the road. The engine is destroyed. The Triumph 1500 engine has big-end bearing journals that are marginally sized for the loads they carry. Under sustained high-RPM driving, the bearing caps flex, the bearings overheat, and the crankshaft can crack or the connecting rod can let go. The problem is exacerbated by low oil pressure, overheating, or insufficient oil changes. Prevention is the only real fix. Keep the oil fresh (change every 5,000 km), avoid sustained high-RPM running, monitor oil pressure, and ensure the cooling system is in excellent condition. If the crank fails, the engine is typically beyond economic repair -- a replacement engine ($800--1,500 used) is cheaper than rebuilding the broken one.

Question 9

1500 Overheating

Accepted Answer

Persistent overheating, particularly in traffic. The 1500 engine runs hotter than the A-series, and the Midget's cooling system was designed for the smaller, cooler-running engine. The radiator is barely adequate. Aluminium radiator upgrade, new thermostat, new water pump. Consider an electric fan upgrade. Cost: $300--600.

Question 10

Second Gear Synchro Wear

Accepted Answer

Crunching or grinding when downshifting quickly from 3rd to 2nd, especially when cold. Second gear synchro takes the most punishment in normal driving. The brass synchro ring wears thin and cannot match shaft speeds. Gearbox rebuild with new synchro rings. Cost: $600--1,200 for a rebuild. A used replacement gearbox is $300--600.

Question 11

Leaf Spring Fatigue and Axle Tramp

Accepted Answer

The rear of the car sags. Under hard cornering on bumpy surfaces, the rear axle hops (tramping) -- a disconcerting and potentially dangerous loss of traction. The leaf springs lose their temper over decades, reducing ride height and spring rate. Axle tramp is inherent to the live-axle-on-leaf-spring layout, but it is worsened by worn springs and dampers. Replace the leaf springs -- standard or parabolic upgrade. Fit telescopic shock absorbers in place of the original lever-arm dampers (conversion kits: $150--300). The parabolic spring conversion ($400--700 per set) dramatically improves ride quality and reduces tramp.

Question 12

Front Suspension Wear

Accepted Answer

Clunking from the front end, wandering on straight roads, uneven tyre wear. The Midget's front suspension uses coil springs and wishbones with kingpins (early) or ball joints (late). Bushings perish, kingpin bushings wear, and ball joints develop play. Replace worn bushings, kingpins, or ball joints. Front suspension rebuild kit: $200--400.

Question 13

Lucas Electrical Failures

Accepted Answer

Intermittent lights, dead instruments, no-start conditions, blown fuses. The Lucas electrical system relies on ageing wire insulation, corroded connectors, and poor earth connections. After 50+ years, the wiring harness insulation is brittle and earth points are corroded. Clean all earth connections. Inspect and repair damaged wiring. A full replacement wiring harness ($400--800) is the ultimate solution. Electronic ignition conversion ($80--150) eliminates the most common ignition failure modes.

Question 14

Dynamo/Alternator Failure

Accepted Answer

Battery goes flat, charging light stays on, dim lights. Early Midgets use a dynamo (generator) that is less efficient than an alternator. Both types suffer from worn brushes and failed regulators after 50 years. Convert to an alternator (if still on a dynamo) or replace the alternator. Cost: $100--250.

Question 15

SU Carburettor Wear

Accepted Answer

Rough idle, poor throttle response, rich or lean running. The twin SU carburettors develop throttle shaft bushing wear (causing air leaks), needle and jet wear, and perished diaphragms. Service with new needles, jets, and gaskets ($25--40 per carburettor). Rebush throttle shafts if worn ($40--80 per carburettor).

Question 16

Fuel Pump Failure (SU Electric)

Accepted Answer

Engine starves for fuel, particularly under load or with a low fuel tank. The SU electric fuel pump's contact points corrode and pit. The diaphragm perishes with age and ethanol exposure. Rebuild ($30--60) or replace with a modern solid-state pump ($60--120).

Question 17

Hood Deterioration

Accepted Answer

Cracked vinyl, torn seams, broken press studs, persistent leaks. Australian UV destroys vinyl and fabric. The hood frame fatigues and distorts. Press studs corrode and pull through the material. Replacement hoods: $300--600 (vinyl) or $500--900 (mohair). A new hood transforms the car's appearance and liveability.

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