Courtesy of Wikipedia, Motorbase.com, Supercars.net, North American MGB Register, The MG Club, Graeme Baoshko, many other websites, and dozens of dedicated owners of MG motorcars.
Partial History of MG Cars:
Many of the pre-WWII cars were Midgets – a particular type of smaller-than-normal “drop hood” (manually removable soft-top convertibles with both two-seat and four-seat versions) designed for low-horsepower, but relatively high performance, with old-fashioned but decently-delivering suspensions.
MG produced many successful racing cars in the 1920’s through the 1930’s, pioneering with such features as overhead camshafts, dual valves, dual and triple carburetors, superchargers, and many more innovations. Their lightweight, fairly rugged vehicles often outperformed many other cars with significantly larger engines.
On the other hand, a good portion of MG’s earlier cars were small four to five passenger saloons or sedans. Some were referred to as numbered or lettered “Magna’s (larger, more powerful saloons or four-seater tourers) or “Magnette’s” (not quite so large) to differentiate them from the sportier, smaller Midgets. Others simply had a numbered or, most often, lettered designation.
The MG 14/28
Super Sports (1924-1927) was the first car produced by the MG Car company. They were built at first in small premises in Alfred Lane, Oxford moving in 1925 to a larger site shared with the Morris Motor Company radiator factory at Bainton Road, Oxford. The badge on the front of the car still read "Morris Oxford", MG badges were not to appear until 1928.
Cecil Kimber had rebodied a few Morris cars with coachwork to his own design but in 1924 he started to advertise "our popular M.G. Saloon" built on the Morris 14/28 Bullnose radiator, Oxford chassis.
The basic chassis was collected from the nearby Cowley factory and slightly modified and the engine mildly tuned. They were then fitted with attractive aluminium panelled bodies and painted in two colours. From late 1924 front wheel brakes were fitted. Either "artillery" or wire spoked wheels were available and suspension was by half elliptic leaf springs at the front and three quarter elliptics at the rear. The top speed was approximately 65 mph (105 km/h).
A fabric bodied saloon model was added to the range in 1926.
In late 1926, Morris updated the Oxford dropping the distinctive Bullnose radiator in favour of a flat one and widening the chassis thus requiring a re-design of the body. H. N. Charles was employed by Kimber to do this and at the same time the basic chassis received improvements by Morris Garages to braking and suspension taking the MG car further away from its Morris roots. The revised car was heavier and the top speed dropped to around 60 mph (95 km/h). Other changes were half elliptic springs at the rear and a Solex carburettor replacing the SU on the earlier car. The brakes received assistance from a mechanical servo.
The MG 14/40 or 14/40 Mark IV (1927-1929) was based on the contemporary Morris Oxford and was a development of the MG 14/28 and was built at Edmund Road, Cowley, Oxford where MG had moved in September 1927.
It was the first model to carry an MG Octagon badge on its radiator, the previous cars had retained a Morris Oxford badge.
The change of name from 14/28 to 14/40 seems mainly to have been a marketing exercise and the reason for the Mark IV is unclear although it has been suggested that it represented the fourth year of production.
Externally the cars are very difficult to tell apart.
There were some changes to the 14/28 chassis and suspension and the brake servo was deleted.
The MG M-Type Midget (1929-1932) was sometimes referred to as the MG 8/33. A smaller car, it was launched at the 1928 London Motor Show when the sales of the larger MG saloons was faultering because of the economic climate, the small car brought MG ownership to a new sector of the market and probably saved the company.
Early cars were made in the Cowley factory, but from 1930 production had transferred to Abingdon.
This 2 door sports car used an updated version of the four-cylinder bevel-gear driven overhead camshaft engine used in the 1928 Morris Minor and Wolseley 10 with a single SU carburetor giving 20 bhp (15 kW) at 4000 rpm. Drive was to the rear wheels through a three speed non-syncromesh gearbox.
The chassis was based on the one used in the 1928 Morris Minor with lowered suspension using half elliptic springs and Hartford friction shock absorbers with rigid front and rear axles and bolt on wire wheels. The car had a wheelbase of 78 inches (1980 mm) and a track of 42 inches (1067 mm).
1930 brought a series of improvements to the car. The Morris rod brake system, with the handbrake working on the transmission, was replaced a cable system with cross shaft coupled to the handbrake and the transmission brake deleted. Engine output was increased to 27 bhp (20 kW) by improving the camshaft and a four speed gearbox was offered as an option. The doors became front hinged. A supercharged version could be ordered from 1932 raising the top speed to 80 mph (130 km/h).
Early bodies were fabric covered using a wood frame, this changed to all metal in 1931. Most cars had bodies made by Carbodies of Coventry and fitted by MG in either open two seat or closed two door "Sportsmans" coupé versions but some chassis were supplied to external coachbuilders such as Jarvis. The factory even made a van version as a service vehicle. The car could reach 65 mph (105 km/h) and return 40 miles per gallon. The open version cost £175 at launch, soon rising to £185, and the coupé cost £245. The 1932 supercharged car cost £250.
The M-type had considerable sporting success both privately and with official teams winning gold medals in the 1929 Land's End Trial and class wins in the 1930 "Double Twelve" race at Brooklands. An entry was also made in the 1930 Le Mans 24 hour but neither of the two cars finished.
The MG 18/100 Mark III or Tigress (1930) was MG's first production racecar.
It was a six-cylinder car with a 2.5-litre overhead camshaft engine from the most recent Morris model. This engine was well-developed engine having a new camshaft, dry-sump lubrication, twin spark heads and many other improvements. The power was neccessary as the Tigress weighed well over 3000 lbs, partly due to the four seat bodywork needed to conform to AIACR regulations.
Unfortunately, in MG history, the Tigress has been largely overshadowed by the more reliable, smaller and cheaper MG M-Type Midget. Both cars completed at the 1930 Brooklands Double Twelve race which was, where the Tigress made its debut appearance. In the end, the Midgets completed the race for the team victory while the larger, more dramatic Tigress models retired with engine failure.
Due to the results at Brooklands and its expensive price, only five Tigress models were completed.
Beyond the Tigress, and there road-going counterparts, the 18/80s, MG moved towards development of smaller racecars such as the M-Type Midget and C-Type.
The MG C-type (1931-1932) was designed for competition use and based on the M-Type Midget.
A special car, EX120 had been developed from the M-Type for George Eyston to make an attempt on the 750 cc class 24 hour record at Autodrome de Montlhéry in France. The attempt was successful and a series of replica cars were made which became the C-Type.
The MG D-type Midget (1931-1932) used the engine from the MG M-type in the chassis from the MG C-type and was only available as a four seater.
Of the 250 cars produced, 208 were open tourers, 37 were salonettes and five went to external coachbuilders.
The MG F-type Magna (1931-1932) was a six cylinder car also known as the 12/70.
Looking for a car to fill the gap between the M_Type Midget and the 18/80, MG turned to another of the engines that had become available from William Morris's acquisition of Wolseeley for the 1271 cc 6 cylinder version of the overhead camshaft engine used in the 1929 MG M type Midget and previously seen in the 1930 Wolseley Hornet and had dummy side covers to disguise its origins. Fitted with 1 in (25 mm) twin SU carburettors it produced 37.2 bhp (27.7 kW) at 4100 rpm at first, later increased to 47 bhp (35 kW) by revising the valve timing.
Power was to the rear wheels through a four speed non-synchro gearbox of ENV manufacture. The chassis was a 10-inch (250 mm) longer version of the one from the D-Type with suspension by half elliptic springs and Hartford friction shock absorbers all round with rigid front and rear axles. Wire wheels with 4.00 x 19 tyres and centre lock fixing were used. The car had a wheelbase of 94 in (2,388 mm) and a track of 42 in (1,067 mm).
With its sloping radiator and long bonnet, the F-Type is an attractive car capable of reaching 70 mph (110 km/h). 188 of the cars were supplied in chassis form to outside coachbuilders such as Abbey, Jarvis, Stiles and Windover.
The MG J-type (1932-1934) was a 2-door sports car which used an updated version of the overhead camshaft, crossflow engine, used in the 1928 Morris Minor and Wolseley 10 and previously fitted in the MG M-type Midget of 1929 to 1932, driving the rear wheels through a four speed non-synchromesh gearbox.
The chassis was from the D-Type with suspension by half elliptic springs and Hartford friction shock absorbers all round with rigid front and rear axles. The car had a wheelbase of 86 inches (2184 mm) and a track of 42 inches (1067 mm).
Most cars were open two seaters but a closed salonette version of the J1 was also made and some chassis were supplied to external coachbuilders. The open cars can be distinguished from the M type by having cut away tops to the doors.
The MG K-type
Magnette (1932-1934) was launched at the 1932 London Motor Show, the K-Type replaced the F-Type Magna but having at first a slightly smaller capacity engine it took the name Magnette.
The chassis was similar to the Magna but strengthened and had the track increased by 6 inches (150 mm) to 48 inches (1200 mm) and was available in two lengths with a wheelbase of either 94 inches (2388 mm) or 108 inches (2743 mm). The steering was modified with a patented divided tracl rod which was claimed to reduce kickback at the steering wheel. The brakes were cable operated with 13 inch (330 mm) drums made of "Electron", a light alloy, with shrunk in steel liners. Suspension by half elliptic springs and Hartford friction shock absorbers all round with rigid front and rear axles. Wire wheels with 4.75 x 19 tyres and centre lock fixing were used.
The engines were based on a Wolseley overhead camshaft design used first in the 1930 Wolseley Hornet and subsequently used by MG in the F-Type but subject to a major re-design. The stroke was reduced from 83 mm to 71 mm to reduce the capacity from 1272 cc to 1087 cc and a cross flow cylinder head fitted. Fitted at first with triple SU carburetors, it produced 39 bhp (29 kW) at 5500 rpm. In early 1933 a modified version of the engine was announced that had improved valve timing and only two carburettors but the output was up at 41 bhp (31 kW). This engine was called the KB and the previous version, which continued in use, the KA. In late 1933 they were joined by the KD with a larger 1271 cc capacity by returning to the F-Type stroke of 83 mm but with the improved cylinder head and timing power was up to 48.5 bhp (36.2 kW). (The F-Type had only been rated at 37 bhp.) In addition there was the KC engine for the racing cars. This retained the 1087 cc capacity but with the aid of a supercharger power was up at 120 bhp (89 kW) at 6500 rpm.
Drive was to the rear wheels through either a four speed non-synchro gearbox or ENV made pre-selector type.
All the road cars were capable of reaching 75 mph (121 km/h).
The MG KN
Magnette (1933-1934) was designed to use up surplus bodies made for the MG K-Type saloons that were not sold. These bodies were fitted to the K1 chassis but had the more powerful MG N-Type 1271 cc engine.
The body had no pillar between the front and rear doors. The front doors were hinged at the windscreen end and closed against the rear doors. To give the impression of being a two door coupé the rear doors had no external handles. The absence of the central pillar affected the structure of the body and often caused problems. A sunshine roof was fitted.
The 56 bhp engine would take the car to 78 mph.
A variation was sold by University Motors, the London MG dealer using the four seat K1 body and called the "University Motors Speed Model".
The KN was priced at GBP399.
The MG L-type (1933-1934) was a 2-door sports car which used a smaller version of the 6 cylinder overhead camshaft, crossflow engine which now had a capacity of 1086 cc with a bore of 57 mm and stroke of 71 mm and produced 41 bhp (31 kW) at 5500 rpm. It was previously fitted in the 1930 Wolseley Hornet and the 1931 MG F-type Magna . Drive was to the rear wheels through a four speed non-synchro gearbox. The chassis was a narrower version of that used in the K-type with suspension by half elliptic springs all round with rigid front and rear axles.
The car had a wheelbase of 94 inches (2388 mm) and a track of 42 inches (1067 mm).
The brakes, which were the same as in the J2, were cable operated with 12-inch (300 mm) drums all round.
The body kept the sloping radiator seen on the F-Type but the car now had sweeping wings and the four seater had cut away doors.
The MG L1 (1933-1934) was the four seat, coupé and saloon version and the MG L2 was the 2 seater. The coupé, or Continental Coupé as it was called, was available in some very striking two tone colours but was a slow seller and the 100 that were made were available for a long time after the rest of the range had sold out. As a rarity it is now a highly desirable car. The bodies for the small saloon or salonette version was not made by MG but bought in from Abbey.
The L-Type was a successful competition car with victories in the 1933 Alpine Trial and Brooklands relay race.
When new a L1 tourer cost £299 and a Continental Coupé £350.
The MG N-type Magnette (1934-1936) was developed from the K-Type and L-Type but had a new chassis that broke away in designfrom the simple ladder type used on the earlier cars of the 1930s being wider at the rear than the front and with the body fitted to outriggers off the main frame.
The MG NA Magnette (1934-1935) had an engine which was a further development of the 1271 cc 6 cylinder KD series overhead camshaft engine used in the K-Type and originally used in the 1930 Wolseley Hornet. Modifications were made to the cylinder block and head and fitted with twin SU carburetors it produced 56 bhp (42 kW) at 5500 rpm, a near 25% improvement. Drive was to the rear wheels through a four speed non-synchromesh gearbox.
The car had a wheelbase of 96 inches (2439 mm) and a track of 45 inches (1143 mm). Semi elliptic leaf springs, wider and longer than those used on previous cars, were fitted all round and the body was mounted to the chassis using rubber pads.
The factory-supplied body was new and taller than on earlier cars, the doors were rear hinged and featured cut-away tops. The slab type fuel tank at the rear which had featured on earlier models was no longer seen on the N-Type, being hidden in the tail. As well as the open cars, an Airline Coupé model was also available but few were sold.
Some cars were supplied in chassis form to outside coachbuilders including Allingham, (actually made by Carbodies) who made a 2/4 seater where the rear seats could be closed off by a removable deck to appear like a 2 seater, and Abbey.
The MG ND Magnette (1934) was a special model using unsold MG K2 bodies fitted to the N-Type chassis probably only available in 1934. The number made is uncertain as the model does not seem to have been officially listed.
The MG NE Magnette (1934) was the competition variant built for the 1934 Tourist Trophy race. Lightweight 2 seat bodies were fitted and the engine was further tuned to give 68 bhp (51 kW) at 6500 rpm. In 1935 three of the cars were fitted with P-Type style bodies and formed the Musketeer racing team which with factory support gained considerable success in various trials. Only seven were built.
The MG P-Type Midget (1934-1936) a 2-door sports car used an updated version of the overhead camshaft, crossflow engine, used in the 1928 Morris Minor and Wolseley 10 and previously fitted in the J-type Midget of 1932 to 1934, driving the rear wheels through a four speed non-synchromesh gearbox.
The chassis was a strengthened and slightly longer version of that used in the J-type with suspension by half elliptic springs all round with rigid front and rear axles. Steering was initially by a Marles Weller and later a Bishop Cam system. The two-seat car had a wheelbase of 87 inches (2210 mm) and a track of 42 inches (1067 mm).
Most cars were open two seaters but streamlined Airline coupé bodies were also made.
The P-type was also available as a four-seater; a car that suffered from a lack of power and poor rear ground clearance. Whereas J, K and L-type MGs differentiated between versions with the use of numbers, with 1 indicating a four seater (i.e. J1) and 2 a two-seater (i.e. J2), this was not the case with the P-type (or its six-cylinder sister, the N-type Magnette), and there is no clue to the type in the name.
The MG Q-type (1934), sometimes referred to as the MG QA, was a racing car. The chassis was based on the one used on the MG K3 but was narrower and used N-type axles. The engine used the cylinder block from the P-type but with a special crankshaft to bring the capacity down to 746 cc by reducing the stroke from 83 mm to 71 mm. A high pressure Zoller supercharger was fitted giving a boost to 2.5 atmospheres (1.8kg/cc) and allowing the engine to produce 113 bhp (84 kW) at 7200 rpm.
A sprint version was also made with output increased to 146 bhp (109 kW) which at nearly 200 bhp (150 kW) per litre was the highest specific output of any engine in the world at the time.
Probably only eight were made (one expert, Michael Sedgwick, states nine) as the car was expensive at £550-650 and the rigid axle chassis had difficulty in dealing with the power of the engine. The single seat version achieved a lap speed of 122 mph (196 km/h) at Brooklands race track driven by George Harvey-Noble and the two seater was capable of 120 mph (190 km/h).
The MG NB Magnette (1935-1936) had an updated body with lower lines and vertical slats on the radiator grille. The doors were now front hinged, better seats were fitted and the instruments re-arranged with the speedometer and tachometer now having separate dials.
The MG R-Type (1935) was designed for competition use and was a development of the Q-Type.
The car used a tuned short stroke (73 mm) version of the bevel gear driven overhead camshaft engine from the 1928 Morris Minor and Wolseley 10. This had already been highly tuned for use in the Q-type and was further modified, especially in the input area, to improve reliability. It was fitted with a Zoller supercharger and produced 110 bhp (82 kW) at 7200 rpm. The gearbox was a four speed preselector type unit. At the rear the differential in its aluminium casing was fastened to the chassis and drove the wheels through short shafts with sliding splines and universal joints.
The steel chassis was revolutionary and was Y shaped with a backbone that divided around the engine and gearbox and was very light. The suspension was independent all round, making a first for MG and possibly the British motor industry, and used wishbones and longitudinal torsion bars allowing a large amount of wheel travel to allow for the poor surfaces on many of the contemporary racing circuits, especially Brooklands. Lever arm hydraulic shock absorbers were used. The brakes were cable operated using 12 inch (305 mm) drums and the wheels were wire spoked and secured by a centre lock nut.
The single seat body had the appearance of a miniature Grand Prix racer and was formed from aluminium and designed to be easily removable.
The car was offered to the public at £750 and the initial ten were sold to pre selected customers. A further batch was planned but never happened. A car changed hands at auction in 2006 for £130,000.
The first major sporting outing was to Brooklands for the International Trophy where a six car team including three works entries appeared but the best result was a 6th place and none of the works cars finished. It was realised that the suspension was giving problems, mainly with the rear being too soft, and solutions were proposed but all work stopped when new boss Leonard Lord closed the MG Racing Department. Private entries to competition continued and the works cars were sold to the Evans family who already owned one of the other cars.
The MG SA or MG 2-Litre (1936-1939) was a sporting saloon launched as the 2 Litre, it only later became known as the SA, the car had been originally planned as an advanced performance saloon to rival the likes of SS Cars (later to be known as Jaguar) and even Bentley with all independent suspension and was given the factory code of EX150 and designated the S-type.
A prototype was made but with the amalgamation of MG with Morris Motors in 1935 development stopped. The Cowley drawing office picked up the project again but a much more conservative car appeared with conventional live rear and beam front axles.
The car used a tuned version of the six cylinder 2062 cc Morris QPHG engine which it shared with the Wolseley Super Six but enlarged to 2288 cc. The capacity was increased again to 2322 cc in 1937 bringing it into line with the Wolsley 18. This was a tall engine and to allow the bonnet line to be as low as possible the twin SU carburettors had their dashpots mounted horizontally.
Power was to the live rear axle via a four speed manual gearbox with synchromesh on the top two ratios (on all but a few early models). Wire wheels were fitted and the drum brakes were hydraulically operated using a Lockheed system. A built in jacking system was fitted to the chassis.
The saloon body, the only option available at the time of the car's launch, was made in-house by Morris and was a spacious four door with traditional MG grille flanked by two large chrome plated headlights. The spare wheel was carried on the boot lid. Inside there were individual seats in front and a bench seat at the rear, all with leather covering. Much use was made of walnut for the dashboard and other trim items. A Philco radio was offered as an optional extra for 18 Guineas (GBP18.90).
From April 1936 a Tickford drophead coupé by Salmons joined the range priced at GBP398, the saloon was GBP375, and in July coachbuilders Charlesworth offered a four door tourer at GBP375. The tourer originally had straight topped doors but these were replaced with front ones with cutaway tops from 1938 and at the same time the spare wheel moved to the front wing.
Of the 2739 cars made, 350 were exported with Germany proving the best market. At the 1938 London Motor show, alongside an SA there was a new car, the WA. This was probably designed to be a replacement but both cars ran in parallel until the outbreak of war in 1939 caused production of both to cease. Neither was re-introduced in 1945.
The MG TA Midget (1936-1939) replaced the P-type PB being an evolution of the previous car, it was 3 inches (76 mm) wider in its track at 45 inches and 7 inches (180 mm) longer in its wheelbase at 94 inches. The previous advanced overhead cam engine was now not in use by any other production car so it was replaced by a more typical MPJG OHV unit from the Wolseley 10 but with twin SU carburetors, modified camshaft and manifolding. The engine displaced just 1292 cc, with a stroke of 102 mm and a bore of 63.5 mm and power output was 50 hp (40.3 kW) at 4500 rpm. The four speed gearbox now had synchromesh on the two top ratios.
Like the PB, most were two seat open cars with a steel body on an ash frame but it could also be had from 1938 as a Tickford drophead coupé with body by Salmsons of Newport Pagnell or closed "airline" coupé as fitted to the P type but only one of these is thought to have been made. It was capable of reaching nearly 80 mph (130 km/h) in standard tune with a 0-60 mph time of 23.1 seconds. Unlike the PB, hydraulic brakes were fitted. Just over 3000 were made and in 1936 it cost £222 on the home market.
The MG VA (1937-1939) or MG 1.5 Litre, as it was originally marketed, was the smallest of the three sports saloons they produced in the late 1930s, the others being the SA and WA.
The car used a tuned version of the push rod, overhead valve four cylinder Morris TPBG type engine that was also fitted to the Wolseley 12/48 and Morris 12. The MG version had twin SU carburettors and developed 54 bhp (40 kW) at 4500 rpm.
Power was to the live rear axle via a four speed manual gearbox with synchromesh on the top three ratios though on some early cars it was only on the top two speeds. Nineteen inch wire wheels were fitted and the 10-inch (250 mm) drum brakes were hydraulically operated using a Lockheed system. In-built hydraulic jacks were standard.
Suspension was by half elliptic springs all round with a live rear axle and beam front axle. Luvax shock absorbers were fitted, the rear ones adjustable from the dashboard.
The four door saloon body was made in-house by Morris and had the traditional MG grille flanked by two large chromium plated headlights.
Unlike the SA the front doors did not have separate quarter light windows. The spare wheel was carried on the left front wing with a second spare on the other side as an option. Inside there were individual seats in front and a bench seat at the rear, all with leather covering. A fitted radio was an option.
A special version of the car was made for police use and had a 1707 cc engine and calibrated speedometer.
The British Motor magazine tested a VA tourer which reached a top speed of just over 76 mph (122 km/h) and a 0-50 mph time of 15.8 seconds. With the windscreen folded down the top speed increased to nearly 82 mph (132 km/h).
The factory could also supply the car as a Tickford drophead coupé or as a four door tourer. The saloon was priced at around GBP325, the four seat tourer GBP280 and the Tickford coupé GBP351 all prices depending on exact specification. 564 tourers and 591 coupés were made. A very few chassis, probably only two, went to external coachbuilders.
Production stopped with the outbreak of World War II in 1939. After the war, MG launched the Y-Type to fill the small saloon slot.
The MG WA (1938-1939) was a sporting saloon was at the time the largest and heaviest car the company had built. Although similar to the SA the car had a wider track at the rear allowing a larger body to be fitted.
The car used a tuned version of the six cylinder Morris QPHG engine enlarged to 2561 cc. The compression ratio was increased to 7.25 to 1 and a new balanced crankshaft was fitted. Drive was to the live rear axle via a four speed manual gearbox with synchromesh on the top three ratios and a divided propshaft. Wire wheels were fitted and the 14 inch drum brakes were hydraulically operated using a Lockheed system.
The saloon body was made in-house by Morris and was a spacious four door with traditional MG grille flanked by two large chrome plated headlights. It can be distinguished from the outwardly similar SA by the front bumper which has a dip in the centre and the spare wheel was carried on the front wing as opposed to the boot lid. Inside there were individual seats in front and a bench seat with folding centre arm rest at the rear, all with leather covering and a return was made to the traditional octagonal framed instruments.
The factory could also supply the car as a Tickford drophead coupé or four door tourer and some chassis went to external coachbuilders including Keller, Reinbolt and Salmons and Son. The saloon was priced at GBP442, the four seat tourer GBP450 and the Tickford coupé GBP468.
Production stopped with the outbreak of World War II in 1939 and the car was not re-introduced in 1945.
The MG
TB
Midget (1939-1940) in replaced the TA in May 1939 with the fitting of a smaller but more modern XPAG engine from the Morris 10 but in a higher tuned state and like the TA with twin SU carburetors. This 1250 cc unit featured a slightly less-undersquare 66.6 mm bore and 90 mm stroke and had a maximum power output of 54 hp (40 kW) at 5200 rpm.
Available as either an open 2 seater or more luxurious Tickford drophead coupé, this is the rarest of the T type cars with only 379 made.
The MG TC Midget (1945-1950) was the first postwar MG, launched in 1945. It was quite similar to the pre-war TB, sharing the same pushrod-OHV engine with a slightly higher compression ratio of 7.4:1 giving 54.5 bhp (40.6 kW) at 5200 rpm but using more modern interior elements allowing a wider cockpit. The makers also provided several alternative stages of tuning for "specific purposes".
It was exported to the United States, even though only ever built in right hand drive. The export version had slightly smaller US specification sealed beam head lights and larger twin rear lights, as well as turn signals and chrome-plated front and rear bumpers.
Over 10,000 were produced, a large number by MG standards. It cost £527 on the home market in 1947.
The MG Y-Type (1947-1953) was a small saloon car built after World War II.
When production ceased in 1953 8,336 “Y” Types had been produced, the breakdown being: 6,151 “YA”s (including 9 cars supplied to Swiss and Italian custom coachbuilders for special bodies), 1,301 “YB”s and 877 “Y” Tourers.
In the years immediately before the Second World War, MG had sought to supplement their popular range of ‘Midget’ sports cars with three saloons of various sizes and engine capacities. These were the “S”, “V” and “W” models. The MG factory at Abingdon on Thames had grown by developing what were in essence Morris based products and they were always to be closely associated with what was to become the Nuffield Organisation (Morris, Wolseley and later Riley).
The “WA” had an engine displacement of 2,561 cc, the “SA” 2,288 cc and the smallest of the group, the “VA”, had an engine of 1,548 cc. The next development to the range was to include one more saloon, of smaller engine capacity than the “VA”, and for a component base the Cowley design office turned to Morris’s Ten-Four Series M saloon, which was introduced during 1938, and the smaller Eight Series E which was launched at the Earls Court Motor show the same year.
The prototype “Y” Type was constructed in 1939 with an intended launch at the Earls Court Motor show, the following year. However, as a result of the hostilities the public had to wait a further eight years before production commenced. All prototypes originating from the MG Factory at Abingdon were allocated numbers prefixed by the letters EX; this practice continued until the mid-fifties. Although the prototype of the MG “Y” Type was primarily a Morris concept from Cowley, much of the ‘fleshing out’ was completed at Abingdon. As a result it was allocated the prototype number EX.166.
When the car was launched the MG Sales Literature stated “A brilliant new Member of the famous MG breed. This new One and a Quarter Litre car perpetuates the outstanding characteristics of its successful predecessors – virile acceleration, remarkable ‘road manner,’ instant response to controls, and superb braking. A ‘lively’ car, the new One and a Quarter Litre provides higher standards of performance.” The UK price of the car was £525.0.0 ex works plus purchase tax of £146.11.8d.
The MG YT Tourer (1948-1950) was a 4-seat open tourer. In 1948 several (currently believed to be 9) “Y” Types (consisting of chassis, engines and some body parts) were imported into Switzerland and given cabriolet bodywork by various coachbuilders, such as J. H. Keller and Reinbolt & Christé.
The idea of the open four-seat tourer had been popular before the war and in theory there was still a market. As a result a “TC” specification of the XPAG engine was married to a pressed-steel open body with fully folding hood and coach built doors.
The MG “Y/T” was launched at the Motor Show in 1948. However, it was available for export only but would be available in both Right and Left hand drive models. Only 877 of these cars were produced when production ceased in 1950 - it was not the success that MG had hoped for, and indeed other British manufacturers were also having problems selling open tourer versions of their saloons.
The “YT” Tourer did not benefit from ‘displayed’ woodwork but had the same standard of seat trim. It did have more instrumentation, in that there was a tachometer (or Rev counter) in front of the driver, the speedometer was positioned in front of the passenger with a central bank of subsidiary dials in the centre giving a similar sporting appearance to the TC with a "double scuttle" dash.
The MG TD Midget(1950-1953) combined the TC's drivetrain but with modified hypoid geared rear axle with the MG Y-Type chassis and a familiar T-type style body. An independent suspension using coil springs in front was new, based on that fitted to the MG Y-type saloons, as were rack and pinion steering, smaller 15-inch (380 mm) disc type road wheels and a left-hand drive option. Bumpers and over-riders became standard for the first time. The car was also 5 inches (130 mm) wider with a track of 50 inches (1,300 mm).
In 1950 the TD MkII was introduced, produced alongside the standard car, with a more highly tuned engine with 8.0:1 compression ratio giving 57 bhp (43 kW) at 5500 rpm. It also featured twin fuel pumps revised dampers and a higher rear axle ratio.
Nearly 30,000 TDs had been produced, including about 1700 Mk II models , when the series ended in 1953 with all but 1656 exported. 23,488 were exported to the United States.
An example tested by The Motor magazine in 1952 had a top speed of 77 mph (124 km/h) and could accelerate from 0-60 mph (97 km/h) in 18.2 seconds. A fuel consumption of 26.7 miles per imperial gallon (10.6 L/100 km; 22.2 mpg-US) was recorded.
In 1998, the rights, intellectual properties and trade marks associated with the production of MG TD is acquired by TD Cars Sdn Bhd in Malaysia to reproduce the TD series as TD2000.
The MG TF Midget and MG TF 1500 Midget were essentially stop gap cars to keep production going until the new MGA would be approved for production by the BMC hierarchy which did not want a car that would compete with the Austin-Healey. The TF launched in 1953 was a facelifted TD with a sloping grille and the headlights in the wings. The external radiator cap was now a dummy as a pressurised system was fitted to better cope with hot climates.
In 1954 the engine was re-designated XPEG and enlarged to 1466 cc by increasing the bore to 72 mm giving 63 bhp (47 kW) at 5500 rpm and the car designated the TF 1500.
The last cars were made in 1955 when it was replaced by the MGA after approximately 9600 were made including 3400 of the TF 1500.
The TF name was reused in 2002 on the mid-engined MG TF sports car.
The MG YB (1951-1953) was launched when MG updated the “Y” Type and an improved model was launched, known as the “YB”.
The “YB” had a completely new Lockheed braking system and a much more modern hypoid type of back axle.
Road holding was also improved by the introduction of smaller 15-inch (380 mm) wheels (the “Y” and the “Y/T” both had 16-inch (410 mm) wheels). The “YB” also had an anti-roll bar fitted to the front of the car and stronger shock absorbers, or dampers, were fitted.
Little else was changed about the car, which was by now looking extremely dated as single unitary body (or monocoque construction) was becoming common place. The YB soldiered on until the end of 1953 and the MG ZA Magnette was introduced in 1954
The MG Magnette series of saloon cars or sedans (1953-1968), including the Magnette ZA, ZB, Mk III, and Mk IV) were contemporary pictures of luxury and comfort.
MG used the Magnette name on the K-Type and N-Type cars in the 1930s, but the Magnette models from through and 1968 are probably best-remembered. Although loved today, the use of the Magnette name on an MG saloon car with a lowered Wolseley body and an Austin engine brought protest from motor magazine letter writers.
There were two distinct series of these Magnettes: The ZA and ZB of 1953 through to 1958 and the Mark III and Mark IV of 1959 through to 1968.
The MG Magnette
ZA (1953-1956) was launched at the London Motor Show and deliveries started in March 1954. Production continued until 1956. It was the first monocoque car to bear the MG badge.
The Magnette was designed by Gerald Palmer who made his name with the Jowett Javelin, and featured modern Italian inspired styling. Power came from the then new four cylinder 1.5 L (1489 cc) B-Series I4 engine with twin 1¼ inch SU carburettors delivering 60 bhp, driving the rear wheels through a four speed manual gearbox with synchromesh on the top three ratios.
Suspension was independent at the front using coil springs and had a live axle with half elliptic leaf springs at the rear. The steering was by rack and pinion. Hydraulically operated Lockheed 10 in (254 mm) drum brakes were fitted to front and rear wheels.
The car had individual front seats and a rear bench trimmed in leather and the dashboard and door cappings were in polished wood. The heater was standard but the radio still an optional extra. Standard colours were black, maroon, green, and grey.
In 1955 The Motor magazine tested a Magnette and recorded a top speed of 79.7 mph (128.3 km/h) acceleration from 0-60 mph (97 km/h) in 23.1 seconds and a fuel consumption of 24.9 miles per imperial gallon (11.3 L/100 km; 20.7 mpg-US) was recorded. The test car cost £914 including taxes.
The MG MGA (1955-62) replaced the older T-type cars and represented a complete styling break from the older vehicles. The car was officially launched at the Frankfurt Motor Show of 1955.
Production ceased in July 1962. Through that time, BMC sold 101,081 units, the vast majority of which were exported with only 5869 cars sold on the home market, the highest export percentage of any British car.
The design dates back to 1952 when MG designer Syd Enever created a streamlined body for George Philips' TD Le Mans car. The problem with this car was the high seating position of the driver because of the limitations of using the TD chassis.
A new chassis was designed with the side members further apart and the floor attached to the bottom rather than the top of the frame sections. A prototype was built and shown to the BMC chairman Leonard Lord. Lord turned down the idea of producing the new car as he had just signed a deal with Donald Healey to produce Austin-Healey cars two weeks before. Falling sales of the traditional MG models caused a change of mind and the car, initially to be called the UA-series, was brought back.
As it was so different from the older MG models it was called the MGA, the "first of a new line" to quote the contemporary advertising. There was also a new engine available so the car did not have the originally intended XPAG unit but was fitted with the BMC corporate B-Series type allowing a lower bonnet line.
It was a body-on-frame design and used the straight-4 "B series" engine from the MG Magnette saloon driving the rear wheels through a 4 speed gearbox. Suspension was independent with coil springs and wishbones at the front and a rigid axle with semi-elliptic springs at the rear. Steering was by rack and pinion and was not power assisted. The car was available with either wire spoked or steel disc road wheels.
The ZA was replaced by the MG Magnette ZB (1956-1958). Power was increased to 64 hp (48 kW) by fitting 1½ inch carburetors, increasing the compression ratio from 7.5 to 8.3 and modifying the manifolding, and a semi-automatic transmission was an option.
The interior was improved by fitting a wood dashboard and there was also a Varitone model with larger rear window and optional two tone paintwork.
The extra power meant the top speed was now 86 mph (138 km/h) and the 0-60 mph time came down to 18.5 seconds.
The MG EX181 (1957-1959) was a car especially built for land speed record attempts in its engine size class. It had a 300 hp supercharged version of the MGA Twin Cam engine. The car, nicknamed the "Roaring Raindrop" by its designer Syd Enever, had an extraordinarily original design based on an aircraft drop-tank.
As a 1500cc class car the EX181, driven by none other than Sterling Moss, achieved 245.64 mph in 1957, 50 mph faster than he had ever driven in his life. Later the car, driven by Phil Hill, reached 254.91mph on the Utah Bonneville salt flats, making the EX181 the fastest ever MG - a record which still stands today.
The MG Magnette Mark III (1959-1961) drew mixed reviews. US based publications heralded the Magnette's arrival, while the UK publications tended towards "damning with faint praise". It was nearly identical to the Riley version (the 4/68) of the new Pinin Farina-designed midsize BMC saloon line.
All versions (including the Austin A55 Cambridge Mark II, Morris Oxford series V and Wolseley 15/60) were produced by the British Motor Corporation (BMC).
The car featured BMC's 1489 cc B type engine, but in the MG Magnette III (and it's Riley sibling) performance was enhanced by fitting twin SU HD 4 carburetters.
The experience from the driver's seat was enhanced by the walnut veneer facia panel and door cappings as well as by the leather upholstery, and presumably by the safety glass windows.
A Mark III was tested by The Motor magazine in 1959. They recorded a top speed of 85.5 mph (137.6 km/h), acceleration from 0-60 mph (97 km/h) in 19.7 seconds and a fuel consumption of 31.4 miles per imperial gallon (9.00 L/100 km; 26.1 mpg-US). The test car cost £1012 including taxes.
ADO34 (1960-1964) was the code name for a concept carproject based on the Mini. This project was aimed to develop a Mini-based roadster to replace the not-yet-released MG Midget and the Austin-Healey Sprite, introduced in 1958. It was never launched.
The Magnette was updated as the MG Magnette Mark IV (1961-1968). A larger 1.6 L (1622 cc) B-Series engine, with capacity increased by increasing the bore to 76.2 mm, was fitted, and the car had a longer wheelbase and wider track. To improve handling anti-roll bars were fitted front and rear. Outside, the Mark IV was almost identical to the Mark III.
Automatic transmission was offered as an option.
The model continued to be listed through till May 1968 when the manufacturers announced that production had ceased with "no immediate replacement ... contemplated".
The MG Midget name re-emerged in 1961. The early MG Midgets ceased production around the time of WWII, re-emerging after the war as the MG TC, TD, and TF Midgets.
When Austin-Healey’s Sprite, nicknamed the “bugeye” in the US (“frogeye” in the UK) met with such success in 1958, being built by British Motor Corporation (BMC) which paid a royalty to Donald Healey, its designer.
BMC owned Austin, Jaguar, MG, Morris (not the same as MG but the original Morris company), Rover, Triumph, and Wolsley. MG, having access to the BMC designs, began planning their own version of the Sprite which they named, simply, the MG Midget.
It came online in 1961, initially powered by the same 948 cc engine as the Sprite until 1966. The car evolved through four iterations. For its final years, 1974-1979, it was powered by a 1500cc engine borrowed from the Triumph Spitfire.
MG Midget Mk I (1961-1964) - The first version was essentially a slightly more expensive badge engineered version of the Austin-Healey Sprite MkII and retained the quarter-elliptic sprung rear axle from the original Sprite. The engine was a 948 cc A-Series with twin SU carburetors (carburretors in the UK) producing 46 hp (34 kW) at 5500 rpm and 53 lbf·ft (72 Nm) at 3000 rpm. Brakes were 7 in (178 mm) drums all round. A hard top, heater, radio and luggage rack were available as factory fitted extras.
In October 1962 the engine was increased to 1098 cc raising the output to 56 hp (42 kW) at 5500 rpm and 62 lbf·ft (84 Nm) at 3250 rpm and disc brakes replaced the drums at the front. Wire-spoked wheels became available. For some reason, the version with the increased engine size continued to be called a Mk I.
The doors had no external handles or locks – requiring reaching through the window and opening the door from the inside handle) and the windows were sliding Perspex side-screens. A heater was an optional extra.
Production was 16,080 of the small engined version and 9601 of the 1098.
A car with the 948 cc engine was tested by the British magazine The Motor in 1962 and had a top speed of 87.9 mph (141.5 km/h) and could accelerate from 0-60 mph (97 km/h) in 18.3 seconds. A fuel consumption of 40.2 miles per imperial gallon (7.03 L/100 km; 33.5 mpg-US) was recorded. The test car cost £689 including taxes on the UK market.
The MG 1100 Mk I (1962-1967), codenamed ADO16 for Austin Drawing Office project number 16, was designed by Sir Alec Issigonis. Following his success with the Mini, Issigonis set out to design a larger and more sophisticated car which incorporated even more advanced features and innovations.
In common with the Mini, the ADO16 was designed around the BMC A-Series engine, mounted transversely and driving the front wheels. As well as single piston swinging caliper disc brakes at the front, which were not common on mass produced cars in the early 1960s, the suspension system used was the Hydrolastic interconnected fluid system designed by Alex Moulton for ride comfort, body levelling, keeping the road wheel under good control and the tire in contact with the road.
The MG 1100 (marqued only as an MG in the US and other international locales, and sold as an Austin and Morris in the UK) was a masterpiece of packaging having comparable interior space to the much larger Ford Cortina.
Marketing material highlighted the spacious cabin when compared to competitor models which in the UK by 1964 included the more conservatively configured Ford Anglia, Vauxhall Viva HA and BMC's own still popular Morris Minor.
The 1100 Mark I was available, initially, only as a four door saloon. In March 1966 a three door station wagon became available, badged as the Morris 1100 Traveller or the Austin 1100 Countryman.
Domestic market customers looking for a two door saloon would have to await the arrival in 1967 of the Mark II version, although the two door 1100 saloon had by now been introduced to certain oversea markets, including the USA where a 2-door MG 1100 was offered.
An Automotive Products (AP) four speed automatic transmission was added as an option in November 1965.
The MG MGB (1962-1980) was a sports car launched in May 1962 to replace the MGA and manufactured until October 22, 1980. Originally introduced as a manual convertible (known as a Tourer in the UK and usually called a “roadster” in the US), a coupe was later developed (the hatchbacked GT) version, with 2+2 seating, was introduced in 1965.
The MGB featured a four-cylinder1800 cc engine. A “2+2” sports hatchback was also produced. A derivative model, called the "MGC" featured a six-cylinder engine and a later variant, called the "MGB GT V8" fitted with the ex-General Motors V-8 engine used in Buick Skylarks and Oldsmobile F-85’s and adapted by Rover for higher performance was produced, made from 1973 to 1976.
The MGB was a relatively modern design at the time of its introduction. It utilized a monocoque structure that reduced both weight and manufacturing costs as well as adding chassis strength. This was a considerable improvement in comparison to that of the traditional body-on-frame construction used on the earlier MGA and T-Type models as well as the MGB's rival, the Triumph TR series.
The design included wind-up windows and a comfortable driver's compartment, with plenty of shoulder and leg room and a parcel shelf behind the seats that was sometimes used in pre-seatbelt days for transporting children and even, on occasions of desperation, adults.
The MGB's performance was brisk for the period, with a 0–60 mph (96 km/h) time of just over 11 seconds, aided by the relatively light weight of the car. Handling was one of the MGB's strong points. The 3-bearing 1798 cc B-Series engine produced 95 to 98 hp (71 kW) at 5400 rpm. The engine was upgraded in October 1964 to a five-bearing crankshaft in an effort to improve reliability.
A majority of MGBs were exported to United States. In 1974, as US air pollution emission standards became more rigorous, US-market MGBs were de-tuned for compliance. Horsepower dropped to as low as 78 in one of its last years on the market. In 1974 ½, as well as a marked reduction in performance, the MGB gained an inch in ride height and the distinctive rubber bumpers which came to replace the chrome for all markets.
The MGB was one of the first cars to feature controlled crumple zones designed to protect the driver and passenger in a 30 mph (48 km/h) impact with an immovable barrier (200 ton).
Combined production volume of MGB, MGBGT, MGC and MGB GT V8 models was 523,836 cars.
MG Midget Mk II (1964-1966) - Externally the main changes were to the doors, which gained wind-up windows, swivelling front ventilator windows (called quarter lights in the UK), external handles and separate locks.
The windscreen also gained a (slight) curvature and was retained in a more substantial frame. The top (hood in the UK), though modified, continued to have a removable frame that had to be erected before the cover was put on.
The rear springs were replaced by more conventional semi-elliptic types which gave a better ride.
The engine block was strengthened and larger main bearings were fitted, allowing the power to increase to 59 hp (44 kW) at 5750 rpm and torque to 65 lb·ft (88 Nm) at 3500 rpm.
26,601 were made.
MG MGBGT (1965-1980; but not imported into the US after 1974), this fixed-roof model sported a Pininfarina-designed hatchback body. The new configuration was a 2+2 design but the new rear bench seat was very small and of limited use for adults or older children; however, there was more luggage space than in the roadster.
The engine and gearbox were the same as those in the roadster. In fact relatively few components differed, although the MGB GT did receive different suspension springs and anti-roll bars.
The MGB GT also featured a different windscreen which was more easily and inexpensively serviceable.
Early prototypes such as the MGB Berlinette produced by the Belgian coach builder Jacques Coune utilized a raised windscreen in order to accommodate the fastback.
Acceleration of the GT was slightly slower than that of the roadster due to its increased weight, though handling improved due to significantly increased chassis rigidity and perhaps slightly better weight distribution. Top speed improved by 5 mph (8 km/h) to 105 mph (170 km/h) due to better aerodynamics.
This model is also the subject of a song, 'MGB-GT', by the British singer-songwriter, Richard Thompson (musician).
MG Midget Mk III (1966-1974) – The engine now grew to 1275 cc. However, enthusiasts were disappointed that this was a de-tuned version of the Cooper 'S' engine, giving only 65 hp (48 kW) at 6000 rpm and 72 lbf·ft (98 Nm) at 3000 rpm. The Midget used the 12G940 cylinder head casting that was common to other BMC 1300 cars, whereas the Cooper 'S' had a special head with extra-large valves: however, these valves caused many 'S' heads to fail by cracking between the valve seats.
The top (hood in the UK) was now permanently attached to the car, with an improved mechanism making it much easier to use. There were minor changes to the body in 1969 with the sills painted black and a revised black grille with a smaller chrome outline. Rubery Owen 'Rostyle' wheels were standardized but wire-spoked ones remained an option. The square shaped rear wheel arches became rounded in January 1972. Also in this year, a Triumph steering rack was fitted, giving a gearing that was somewhat lower than earlier Midgets. A second exhaust silencer was also added in 1972.
22,415 were made between 1966 and the 1969 face lift, and a further 77,831 up to 1974.
MG 1300 Mk II
(1967–1971) was upgraded at the end of May 1967, when BMC announced the a larger 1275 cc engine to the MG, Riley Kestrel, Vanden Plas and Wolseley variants. The new car combined the 1275 cc engine block already familiar to drivers of newer Mini Cooper and Austin-Healey Sprite models with the 1100 transmission, its gear ratios remaining unchanged for the larger engine, but the final-drive being significantly more highly geared.
The Mark II versions of the Austin and Morris models were announced, with the larger engine making it into these two makes' UK market ranges in October 1967 (as the Austin 1300 and Morris 1300). An 1100 version of the Mark II continued alongside the larger engined models.
On the outside, a slightly wider front grille, extending a little beneath the headlights, and with a fussier detailing, differentiated Austin / Morris Mark IIs from their Mark I predecessors, along with a slightly smoother tail light fitting which also found its way onto the FX4 London taxi of the time. Austin and Morris grilles were now identical. The 1100 had been introduced with synchromesh on the top three ratios: all synchromesh manual gearboxes were introduced in 1968.
Mark II versions of the MG, Riley, Vanden Plas and Wolseley were introduced in October 1968, at which time Riley abandoned the Kestrel name. The Riley 1300 Mark II was cancelled in July 1969, and was the last Riley.
At the London Motor Show in October 1969 the manufacturers introduced the Austin / Morris 1300 GT, featuring the same 1275 cc twin carburetor engine as that installed in the MG 1300, but with a black full width grill, a black vinyl roof and a thick black stripe down the side. This was BMC's answer to the Ford Escort GT and its Vauxhall counterpart. Ride height on the Austin / Morris 1300 GT was fractionally lowered through the reduction of the Hydrolastic fluid pressure from 225 to 205 psi.
The MG MGC (1967-69) was a short-lived 6-cylinder version of the MGB, having a 2912 cc, straight-6 version of the MGB sold from 1967 through to 1969 with some sales running on into 1970, and given the code ADO52.
It was intended as a replacement for the Austin-Healey 3000 which would have been ADO51 but in that form, never got beyond the design proposal stage.
The first engine to be considered was an Australian-designed six cylinder version of the BMC B-Series but the production versions used a 7 main bearing development of the Morris Engines designed C-Series that was also to be used for the new Austin 3000 cc 4-Door saloon. In the twin SU carburetor form used in the MGC the engine produced 145 bhp (108 kW) at 5250 rpm.
The body shell needed considerable revision around the engine bay and to the floor pan, but externally the only differences were a distinctive bonnet bulge to accommodate the relocated radiator and a teardrop for carburetor clearance.
It had different brakes from the MGB, 15 inch wheels, a lower geared rack and pinion and special torsion bar suspension with telescopic dampers.
Like the MGB, it was available as a coupé (GT) and roadster. An overdrive gearbox or three-speed automatic gearbox were available as options. The car was capable of 120 mph (193 km/h) and a 0-60 mph time of 10.0 seconds.
The heavy engine (209 lb heavier than the 1798 cc MGB engine) and new suspension changed the vehicle's handling, and it received a very mixed response in the automotive press.
The MGC was cancelled in 1969 after less than two years of production. Today the car is considered very collectible and the main causes of the poor reputation relating to handling have in the main been overcome by better tyres and subtle modification of suspension settings.
At the time of the car's launch the manufacturers stated that the Austin Healey 3000 would continue to be offered with the same engine (albeit without the three extra main bearings incorporated on the "C") as a parallel model, but priced on the domestic market at £1,126 at a time when the MGC came with a recommended sticker price of only £1,102. The statement seems to have been made in order to avoid having to sell off slow moving inventory cars at second hand prices, since Austin-Healey 3000 production ended with the launch of the MG MGC in 1967.
MG MGB GT V8 (1972-1976) was not offered in left hand drive nor with US smog controls and was not exported to the US. This car used the aluminum-block 3528 cc Rover V-8 engine, first fitted to the Rover P5B. This engine had been used in the A-body platform Buick Special and Oldsmobile F-85 and was the lightest mass-production V8 in the world, with a dry weight of only 318 lb (144 kg), and was about 60 lb (27 kg) lighter than its 4-cylinder counterpart by the MOWOG (Morris-Wolseley Garages) foundry.
Some improvements were made by MG-Rover, and the engine found a long-lived niche in the British motor industry. These cars were similar to those already being produced in significant volume by tuner Ken Costello. MG even contracted Costello to build them a prototype MGB GT V8. However, the powerful 180 bhp (134 kW) engine used by Costello for his conversions was replaced for production by MG with a more modestly tuned version producing only 137 bhp(102 kW) at 5000 rpm. But 193 lb·ft (262 N·m) of torque helped it hit 60 mph (97 km/h) in around 8 seconds, and go on to a respectable 125 mph (201 km/h) top speed.
By virtue of its aluminum cylinder block and heads, the Rover V8 engine actually weighed approximately forty pounds less than MG's iron 4-cylinder.
Unlike the MGC, the MGB GT V8's increased power and torque did not require significant chassis changes or sacrificed handling.
Only GT versions of the V-8 powered MGB were produced by the factory. Production ended in 1976.
MG never attempted to export the MGB GT V8 to the United States. They chose not to develop a left-hand-drive version or to seek US air pollution emission certification of the MGB GT V8, although the Rover V8 engine was offered in US-bound Rover models throughout the same period and beyond.
British Leyland Motor Corporation management cited insufficient production capacity to support anticipated demand for the V8 engine in MGB GT, so they priced the MGB GT V8 high.
The MGB GT V8 was very warmly received by the automotive press, but British Leyland Motor Corporation was reportedly concerned that the MGB GT V8 would overshadow their other products, including the more expensive and less powerful Triumph Stag.
MG Midget 1500 (1974-1980) – In order to meet US federal regulations, large black plastic bumpers (usually called rubber bumpers, despite not actually being rubber – but being much harder and stronger than today’s plastic bumpers) were added to the front and rear and the ride height was increased.
The A-Series engine was dropped to bereplaced by the 1493 cc unit from the Triumph Spitfire and a modified Morris Marina gearbox with synchromesh on all four gears. The round rear wheel arches were now square again to increase the body strength. The last car was made on December 7, 1979 after 73,899 of the last version had been made.
There was no Austin-Healey Sprite equivalent of the Midget 1500.
The MG Metro (1982-1990) was a supermini car produced by the Austin Rover Group division of British Leyland and its successors as the Austin Metro, being originally launched in 1980 as the Austin mini Metro. It was intended to complement the Mini, and was developed under the codename LC8.
During its 18-year lifespan, the Metro wore many names: Austin Metro, MG Metro and Rover Metro. It was re-badged as the Rover 100 series in 1994. There were also van versions known as the Morris Metro and later, Metrovan. From 1990 until its demise in 1994, the Metro was sold only as a Rover.
It was intended as a big brother, rather than as a replacement, for the Mini, the earlier Mini replacement project, ADO88, having been replaced in late 1977 by a new project, LC8, for the development of a larger car which could compete more effectively with the successful superminis, such as the Ford Fiesta. Some of the Mini's underpinnings were carried over into the Metro, namely the 999 cc and 1275 cc A-Series engines, much of the front-wheel drivetrain and four-speed manual gearbox, and suspension subframes. The Metro used the Hydragas suspension system found on the Allegro but without front to rear interconnection.
The hatchback body shell was one of the most spacious of its time and this was a significant factor in its popularity. Initially, the Metro was sold as a three-door hatchback.
The MG Maestro (1983-1991 & 1993-Now) was one of the results of a decision in 1977 to introduce a completely new range of mass-market models to replace the current offerings, and which would be designed and built using state-of-the-art technology. The new range eventually decided upon would consist of a new vehicle for each of the small, lower-medium and upper-medium market segments.
The new cars for the lower and upper medium segments were to share a platform, with various trim and styling differences to distinguish the two different models. This would give the cost benefits of production automation and flexibility. This common platform was given the project name LC10, using the Leyland Cars project sequence (LC8 became the Austin Mini Metro, LC9 became the Triumph Acclaim). Preliminary design work for LC10 began in 1977.
LC10 was styled by Ian Beech under the direction of BL's ace design guru David Bache with two main body variations being provided: a five-door hatchback and a four-door notchback. It was a departure from previous front-wheel drive cars from the company in that it dispensed with the famous Issigonis transmission-in-sump powertrain that had been pioneered in the Mini.
Coupled to the A-Series and R-Series powerplants was an end-on transmission (as pioneered by FIAT with the Autobianchi Primula), purchased from Volkswagen. The sophisticated Hydragas suspension system used on previous BL models was sacrificed on cost grounds, with a conventional MacPherson strut system at the front and a Volkswagen Golf style torsion beam at the rear being used instead, despite the compromise in terms of lost load space. Prototypes were even tested with actual Golf suspension components. This may have lead to the achilles heel of the early cars, that were prone to front wheel bearing wear/failure. The Maestro was larger and heavier than the first VW Golf.
It was decided that the five-door hatchback version would be engineered first. It was given its own project designation, LM10, with this version to be launched as the Austin Maestro. The booted notchback version was to follow and it was designated as LM11, although its development was to diverge from the original path, it was later launched as the Austin Montego.
The Maestro incorporated many novel and pioneering features for its class. It had a bonded laminated windscreen, homofocal headlamps, body-coloured plastic bumpers, an electronic engine management system, a five-speed gearbox, adjustable front seat belt upper anchorage positions, an asymmetrically split rear seat, and a 12,000-mile (19,300 km) service interval.
The MG and Vanden Plas versions had solid-state instrumentation with digital speedometer and vacuum fluorescent analogue displays for tachometer, fuel and temperature gauges, trip computer and a voice synthesis warning and information system.
In its summing up of the new car the Consumers' Association, in the June edition of its Which? journal, described it as roomy, comfortable, and nice to drive, and said "If you are considering buying one now, our advice, based on our first impressions, is to go ahead." In January 1984, after testing the car, they concluded: "In comparison with opposition of a similar price and body size, the Maestro has a clear advantage on room for passengers, with few cars equalling it for comfort either in the front or back". They also considered it to be a serious rival to the higher-segment Vauxhall Cavalier and Ford Sierra, apart from its smaller boot space.
The car was a reasonable success, but not as much as beleaguered BL had hoped. After the "boom" years of 1986 and 1987, Maestro sales went into terminal decline. An early reputation for poor build quality and unreliability did not help. The biggest problems centred around the 1.6 litre R-Series engine, which had been hurriedly transplanted from the Austin Maxi because the under-development S-Series unit was not yet ready for production. R-Series units suffered from hot starting problems and premature crankshaft failure.
The new S-Series engine eventually appeared in July 1984, and was fitted to all existing 1.6-litre Maestros. The new S-Series engine also came fitted with electronic ignition. At the same time, some minor equipment upgrades were made across the range. The 1.3 litre base model gained head restraints, a passenger door mirror and a radio. The 1.3 litre 1.3 HLE, 1.6 litre 1.6 Automatic and 1.6 HLS all gained a radio/cassette player.
In October 1984, there were more equipment upgrades made across the range. The 1.3 base model gained reclining front seats, door bins, locking fuel filler cap and a clock.
The L models gained cloth door trim, upgraded upholstery, and a remote-adjustable driver's side door mirror; the 1.6 L gained a 5-speed gearbox. The 1.3 HLE gained a 5-speed "4+E" gearbox with overdrive 5th gear ratio, side mouldings, tweed cloth upholstery and a remotely-adjustable passengers' side door mirror. The HLS and 1.6 Automatic gained tinted glass, central locking, electric front windows, velour upholstery and an upgraded radio/cassette player. The MG Maestro gained an electronic fuel-injected 115 bhp (86 kW) version of the 2-litre O-Series engine, uprated suspension and ventilated front disc brakes, colour-keyed exterior trim, tinted glass, central locking and a leather-trimmed steering wheel.
Also in October 1984, the existing Maestro line-up was joined by the 1.3 HL and 1.6 HL. These models fitted between the L and HLE models.
August 1985 saw the arrival of the 1.3 City and 1.3 City X. The 1.3 City was similar to the previous 1.3 base model. The 1.3 City X added full carpeting, cloth upholstery, head restraints, a rear parcel shelf, a radio and a manually-operated choke.
The original dashboard was of a multi-piece construction, and gained a reputation for being flimsy and prone to squeaks and rattles, so in February 1986, this was replaced with the more conventional dashboard from the Montego. At the same time, yet even more minor equipment upgrades were made across the range. The City X gained door bins and rear wash/wipe. The L and LE gained tweed trim. The HL and Automatic gained velour trim and additional brightwork. The Vanden Plas gained part leather trim and uprated electronic stereo system.
Following BL's sale to British Aerospace in 1986, Austin badges were dropped in 1987 for the 1988 model year, and the range was sustained by the noisy but economical direct injection naturally aspirated Perkins
diesel unit launched the previous year. Unfortunately, without a turbo this model was rather slow.
In 1992 the 81 bhp (60 kW) high revving Perkins turbo diesel unit from the Montego was launched, in the now reduced Maestro range (after the launch of the Rover 200/400), as a Clubman or DLX. The turbo improved refinement, as well as performance, at no cost to fuel economy. It was very competitively priced, it was about the same price as the Rover Metro and Peugeot 205 non-turbo diesel superminis that were a size smaller. The only other engine option was the elderly 1.3 A-series.
In 1993, What Car? buyers' guide section said: "Yes, its old, but nowadays it's also very cheap. Popularity of noisy but economical and surprisingly rapid turbodiesel is what keeps this roomy car going."
Also in 1993, The Automobile Association road tested the Turbo Diesel. Their Verdict: "You're hardly likely to buy a Maestro diesel to improve your street cred! For turning heads, the 218/418 diesel is a much better proposition. However, disinterested passengers love the back seat, while the driver can relish the model's marked reluctance to visit filling stations. Here's a hatchback for buyers who are really serious about the substance rather than the image - and with a price tag that's thousands of pounds lower than most of its rivals (shown in our comparison chart), you start saving even before your first forecourt stop. Unless you're averse to gearchanging, this unpretentious Maestro turbo-diesel, at its competitive price, can't seriously be faulted."
In September 1995, production was transferred to Varna, Bulgaria, in complete knock down (CKD) kit form. Around 2,000 vehicles were produced before the company (Rodacar AD) ceased production in April 1996 due to high import costs of the components and little demand for the cars. The majority of the Maestros produced were exported to other countries, including the UK. A small number of these were sold by Apple 2000 Ltd. of Bury St. Edmunds, and registered on an "N" prefix.
In 1997, Parkway Services of Ledbury, Herefordshire, purchased a batch of 621 Maestro cars and vans in CKD kit form. These had been stored at Cowley, Oxfordshire, since their production in mid-1996, when they became surplus to requirements. The company built up the cars and converted the majority of them to RHD form using up Rover's supply of parts. The National Database for Motoring Insurance has records of models registered between "R" and "51" number plates, meaning the overall period of Maestro availability, new in the United Kingdom, was from 1983 to 2001.
The tooling was then sold to First AutoWorks (FAW), China, where the Maestro was available to the Chinese motoring market in both hatchback and van models. A new addition to the range was the FAW Lubao CA6410—a Maestro hatch with a Montego front end. A handful of Chinese-made parts were imported into Britain whilst these cars were in production, which itself ended in 2005.
The MG Maestro 1600 (1983–1984) rushed into production against engineers' advice at the launch in early 1983, the original MG Maestro was under-developed. Its 1.6 litre R-Series engine ran roughly, was difficult to start when warm, and its Weber twin carburettors could not be tuned by dealership workshops who were used to SU carburettors. The R-Series model was replaced in July 1984 with the short-lived S-Series model which was built until October 1984 when the EFi was launched. Despite the reliability issues, over 15,000 MG Maestro 1600s were built.
The MG Maestro 2.0 EFi (1984–1991) was re-launched after a brief interval with a fuel injected 2.0 litre engine that gave considerably better performance than its predecessor. Handling and performance were good, and gave Austin Rover its first serious rival for the Golf GTI and Escort XR3i.
This model was trialled as an emergency response/area car by the Metropolitan Police in the early 1990s. However, the Ford Sierra 2.0 litre was eventually chosen as the mainstay of the fleet for reasons of durability and economy.
The MG Montego (1984-1994) is a British mid-size saloon car that was produced by the Austin Rover and the MG subsidiaries of British Leyland (BL), and its successors.
The Montego was to give British Leyland a modern competitor for the Ford Sierra and Vauxhall Cavalier.
On its launch, it was sold as an Austin and also an MG. From 1986, it was sold without a marque following the phasing out of the Austin name. Although part of the Rover range, it was never badged as such, featuring a badge in the same shape as the Rover 'Viking Ship' with Montego written across it.
The Montego started life as a four-door notchback variant of project LC10. The Austin Maestro emerged as the five-door hatchback variant. When the designs diverged, the Montego became project LM11 (the Maestro being LM10), and remained based on a lengthened version of the LC10s Volkswagen Golf style front Macpherson strut / rear twist beam chassis.
The Montego offered many improvements over the Maestro, many of which were later incorporated into the latter, such as a new SOHC engine (the S-Series), and a more robust dashboard.
As with the Maestro, there was a high-performance MG version which again used the solid-state instrument cluster, trip computer, and the synthesised voice of Nicolette MacKenzie for the information and warning systems. The dashboard fitted to the Montego was superior to that originally designed for the Maestro and featured a rally-style tachometer, a service indicator and a representation of the car showing open doors, lights left on, etc.
Like the Maestro, the Montego suffered from its overly long development phase, which had been begun in 1975 and which was hampered throughout by the industrial turmoil that plagued both British Leyland and Austin Rover Group during this period. In some ways, the technology was ahead of its time, notably the solid-state instrumentation. However, early examples suffered from build quality and reliability issues. The talking dashboard fitted to high-end models (and initially used to promote the Montego as an advanced high-tech offering) was prone to irritating faults and came to be regarded as something of an embarrassment by BL and the British press. This feature was discontinued after a short period. There were also problems with the early sets of body-coloured bumpers which tended to crack in cold weather at the slightest impact.
Development on the Montego continued. A minor facelift in 1989 enhanced its appeal, which was buoyed up by both the Perkins-engined Diesel model, and the seven-seater version of the "Countryman" estate. The 2 litre turbodiesel (often known by its Perkins designation 'Prima') was a development of the O-Series petrol engine already used in the range.
The diesel saloon even won a CAR magazine 'giant test' against the Citroën BX (1.8 XUDT), the then new Peugeot 405 (1.8 XUDT) and Audi 80 (1.6) turbo diesels. They rated the 405 the best car, followed by the BX and then the Montego, with the Audi coming in last. "But if people buy diesels, and turbo diesel for their economy, the winner has to be the Montego. ...its engine is - even when roundly thrashed - more than 10% more economical than the rest. For those isolated moments when cost control is not of the essence, the Montego is a car you can enjoy too. The steering and driving position are quite excellent. ...the suspension as 'impressively refined'. It is silent over rough bumps, poised and well damped."
The turbo diesel became a favourite of the RAF for officer transport. Car Mechanics Magazine ran an RAF officer transport de-mobbed Montego bought from a Ministry of Defence auction in 1996.
By the early 1990s, the Montego was terminally aged, and production effectively ceased when the replacement car, the Rover 600, was launched in 1993, (special fleet orders were almost handbuilt until 1994, while estates continued until 1995). In its final year, What Car? magazine said "(Austin) Rover's once 'great white hope', Montego matured into a very decent car — but nobody noticed".The chassis development for the Montego and Maestro's rear suspension was used as a basis for later Rover cars, and was well regarded.
Montegos continued to be built in small numbers in CKD (complete knock-down) form at the Cowley plant in Oxford until 1994, when production finally ended. The last car was signed by all those that worked on it, and is now on display at the British Heritage Motor Centre in Gaydon, Warwickshire.
A total of 546,000 Austin/Rover Montegos and 23,000 MG Montegos were produced, with Britain by far being the biggest market for the car.
In all, 436,000 Montegos were sold in the UK between 1984 and 1995. In August 2006, a survey by Auto Express magazine revealed that the Montego was Britain's eighth most scrapped car, with just 8,988 still in working order. Contributing to this, areas of the bodywork that were to be covered by plastic trim (such as the front and rear bumpers) were left unpainted and thus unprotected. In addition, pre-1989 models cannot run on unleaded petrol without the cylinder head being converted or needing fuel additives. The exception being the 1994 cc O series which has sufficiently hard exhaust valves and seats. Sadly, many people are unaware that the FBHVC (Federation of British Historic Vehicle Clubs) tested and approved lead replacement fuel additives do exist. These work out at only a couple of pence a litre.
The Montego was sold in New Zealand, India, China, Trinidad and Tobago, Taiwan and other countries, usually badged as a Rover.
The MG Montego Turbo (1984) provided more performance. This Montego was badged as an MG. The 150 bhp (112 kW) MG turbocharged variant took the market by storm in early 1985 as the fastest production MG ever with a 0–60 mph time of 7.3 seconds, and a top speed of 126 mph (203 km/h).
MG Montego Countryman (1984-1994) estate wagon variant was launched at the British International Motor Show in October of 1984.
The estate wagon variant, with larger luggage capacity than its competitors, two additional rear-facing child seats and self-levelling suspension, also styled by Roy Axe, followed shortly and received instant acclaim, winning the company a Design Council award.
The estate version was competitively priced and achieved useful sales volumes in the UK and, perhaps more surprisingly, in France.
The MG Metro 6R4 rally car (1984–1986) was a 3.0 liter V-6 DOHC rear mid-engine, 5-speed manual, four-wheel drive, 3-door hatchback based on the MG Metro.
Created for the short lived Group B race category, the high-performance 6R4 Metro of 1984 was a world away from the best selling super-mini to which it bore only a superficial cosmetic resemblance. The competition car effectively only shared the name of the production Metro as it featured a mid-mounted engine with four wheel drive transmission enclosed within a seam-welded tubular chassis. The development of this vehicle had been entrusted to Williams Grand Prix Engineering.
The resulting car was shown to the world in May 1985. It was powered by a David Wood designed bespoke 3-litre V6 powerplant which used some of the engine architecture of the Cosworth DFV. It featured twin overhead camshafts and four valves per cylinder. The engine was a break from the norm, as it wasn't turbocharged as the majority of its competitors were. The engine was mounted back to front in the car, with the forward end of the engine facing the hatchback and the gearbox attached conventionally behind it and, therefore, in the middle of the vehicle.
The four-wheel-drive was permanently engaged, and drove separate propshafts to the front and rear differentials. The rear differential was mounted on the side of the engine sump with one driveshaft running through the sump to the nearside rear wheel.
Much of the outer bodywork was made of GRP, with the only exception being the roof panels (which were aluminium) and the steel doors. These were, however, concealed by plastic airboxes. Indeed, models now on show generally have stickers demonstrating where it is safe to push from when moving the vehicle, so as not to damage the bodywork.
The 6R4 appeared in two guises. There was a so-called Clubman model which was the road going version which developed in the region of 250 bhp (186 kW), of which around 200 were made and sold to the public for £40,000 (the homologation version). A further 20 were taken and built to International specifications which had a recorded output of over 410 bhp (306 kW; 416 PS).
The MG EX-E (1985) was a concept car developed by Austin Rover and first unveiled in 1985. Promoted under the slogan "The concept car thats too exciting to keep secret" it was hailed as a research test bed for future Austin Rover projects.
It was decreed by Austin Rover's Managing Director for Product Development, Mark Snowdon, that the MG EX-E would be a possible basis for a future competition car and that the possibility for some form of future production should not be excluded. At the time the car was built, however, no consideration was given to future production plans. Part of this mantle was handed to Roy Axe, Director for Design, who passed it on to the talented Gordon Sked. Working with Gordon was the newly arrived Gerry McGovern, who later went on to head the team on the Rover 220 Coupe and the MGF.
The name of the car represented a linear progression through the classic MG lineage of two seater sports cars starting from the 'A'. The prefix EX- being appended to denote the experimental nature of the design.
Underneath the stunning body of the EX-E lay the heart of the Group B MG Metro 6R4 rally car. In race tune this 24v 3.0 l V6 engine produced 410 bhp: de-tuned for road use an output of some 250bhp was predicted. Computer simulation at the time predicted a 0-60 MPH time of under 5 seconds for the EX-E with a top speed around 170 MPH.
To compliment this power unit came the 4 wheel drive transmission system of the 6R4.
A central viscous coupling differential was used to feed limited slip differentials at front and rear. The whole system was modified from the rally car to account for the low stance of the EX-E.
An all round double wishbone suspension system was used with lower wishbones operating coil spring/damper struts. Braking was provided by ventilated disks all round and anti-lock systems were provided for the prototype. Plans were included for driver selectable damper control and various advanced suspension engineering studies were carried out.
In the field of body structure the design was leading edge for the time. The EX-E was built around an adhesive-bonded, high strength aluminium alloy frame and clad in a skin of lightweight non-metal panels. The modular design would allow the separate construction of mechanical and passenger modules with final assembly being a matter of combining 3 major units. The aerodynamics of the body were meticulously tuned for an advantageous combination of low drag (0.24Cd) and downforce.
The "space age" theme of the EX-E's exterior was carried through to the passenger compartment with gusto. Engineering studies at the time gave the car a distinct "aero-space" feel with digital instruments and diagnostic read outs. These speculative studies also came up with credit card operated door locks; the same card, in conjunction with the inevitable central computer, would also adjust the seats, the exterior mirrors and the air-conditioning. The literature released at the time of the car's display also talked about a rain sensitive windscreen automatically controlling the wipers and an automatically dimming rear view mirror. It is interesting to note that the only production car (as of Feb 1996) to include a rain sensitive windscreen is a Mercedes.
Even further down the dream list was an "intelligent" heads up display system that would show context sensitive information. The system would normally provide a full time display but under special circumstances would switch to emphasising particular diagnostic information. One example given was for the unit to switch to displaying only a tachometer whilst under heavy acceleration allowing the driver to concentrate on the road ahead whilst monitoring the engine's rev. limit.
It is possible to say that the resemblance between the MGF and the EX-E allows the EX-E to live on in a way that many concept cars do not. In the exact configuration laid out here the EX-E would never have been a viable production model. If it has a closer living descendant than the MGF some would say it was the Lotus Elise, with its aluminium subframe assembly, but not even that can offer a 4 WD system and a V6 engine in such a small package. If one is to look further afield for children of the EX-E, it is possible to find them. The designer of the MGF, Gerry McGovern, when asked about critics who thought the MGF was "too Japanese", said:
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"You have to admire what [the Japanese] have done. Take the Honda NSX for example. This came a long time after our MG EX-E design and I talked to their guys who were intrigued by the car - you can make your own comparisons from that." |
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MG Enthusiast Magazine (November 1995) |
Since 1985 the demise of the MG name has been oft predicted. It is only with the release of the MGF that the glorious future alluded to by the EX-E has been fully realised.
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Article Text by Graeme Bishko (c) 1996 |
The
MG Maestro Turbo (1989–1991) was launched with the Rover Group only a few months away, the limited edition (500 + 5 press cars) MG Maestro Turbo was the final car from ARG. It made use of the 2.0's already impressive engine, but the combination of carburettor and turbocharger gave it a top speed of almost 130 mph (210 km/h) and an 0–60 mph time of 6.7 seconds. It was faster than the majority of its competitors, but the high performance, Tickford designed bodykit and alloys did little to disguise the fact that it was very much still a Maestro. Sales were slow, as it appeared six years after the Maestro's launch.
Production of the MG Maestro finished in 1991, as Rover was concentrating on the new 200 and 400 models, though the standard Maestro remained in production until December 1994.
MG RV8 (1993-1995) was developed after interest in small roadsters increased in the 1990s following the introduction of the Mazda MX-5. Thus, MG (now owned by Rover Group) capitalized on this in 1992 by producing new body panels to create a highly updated version of the old MGB car.
The beautiful MG RV8, which although it looked somewhat like the earlier MGB, shared only 5% of its parts, being powered by a heavily modified Rover-built version of the 215 cu.in. Buick Skylark / Oldsmobile F-85 alloy block engine licensed from GM – but which was expanded to 3,950 cc’s!
However, this car should NOT be confused in performance with a 60’s Skylark or Oldsmobile F-85. Its performance was impressive: The Rover V8 with 3,950 cc had a bore of 94 mm, stroke of 71.12 mm, compression ratio of 9.32 to 1; a single camshaft, 2 valves per cylinder, Lucas multi-point fuel system, and a 5-speed manual gearbox. A limited-slip differential was also fitted.
Performance was good, with 190 bhp (142 kW) at 4,750 rpm and 0–60 mph (96 km/h) in 5.9 seconds. It had a maximum speed of 135 mph.
The suspension was only slightly updated, sharing the old leaf sprung rear of the MGB. The trunk (boot in the UK) lid and doors were shared with the original car, as were the rear drum brakes.
The interior was built to luxury standards, featuring veneered burr elm woodwork and Connolly Leather.
Largely due to the rear drum brakes and rear leaf springs (perceived to be too old fashioned for a modern performance car), the RV8 was not popular with road testers at the time. However, this did not prevent the RV8 from being a moderate sales success, and it paved the way for the introduction of the modern MGF a few years later.
It also capitalized on an interest in British products in Japan. A sizeable chunk of MG RV8 production went to that country.
Maestro & Montego International Sales (1993-Now) continued after the decline and "rebirth": The arrival of the Rover 600 in 1993 saw the closure of the Maestro/Montego assembly line, but small-scale production in complete knock down (CKD) kit form continued until 1994, when BMW's takeover of Rover saw the plug finally being pulled on production almost immediately.
In 1994, Rover established Rodacar, a joint venture with a Bulgarian company to produce Maestros at a new factory in Varna, using CKD kits sent from the UK. Production began in July 1995 and 2,200 cars were assembled before the factory closed in April 1996. The venture failed because of competition from other cars and the Bulgarian government's failure to honour agreements to reduce tariffs on imported parts and buy thousands of Maestros for government departments. Around 1,700 of the Rodacar-made Maestros were exported, including 550 to Uruguay, 400 to Argentina and 200 to the Republic of Macedonia.
Two British dealers, Parkway Services in Ledbury and a company called Apple 2000 in Bury St. Edmunds, acquired unsold Maestros from Bulgaria and sold them in the UK, converting most of them to right-hand drive. Please see the 'Later Developments' above for more information.
The Maestro and Montego tooling were subsequently acquired by Chinese manufacturer Etsong, which introduced a hatchback and a van using Toyota engines. In 2003, the rights passed to First Automobile Works, which introduced a Maestro variant with a Montego front, the Lubao CA 6410, and a van, the Jiefang CA 6440 UA.
In 2008 the Maestro Van was relaunched as the Yema SQJ6450 by Sichuan Auto Industry Group Company Ltd who had purchased the tooling from FAW.
The MG F and the follow-up MG TF (named after the venerable MG sports car of the 1950’s) evolution Events took place over a couple of decades.
MG had stopped producing sports cars in 1980 when British Leyland closed their Abingdon plant near Oxford, although the MG badge was used on badge-engineered hatchbacks and saloons between 1982 and 1991. In 1992, the company (by this time Rover Group) restarted production, replacing the classic MGB with the limited-edition MG RV8, and positive reaction led the company to develop the MG F. It was revised and renamed using the historic TF name in 2002, but future production plans were in doubt following the collapse of the MG Rover Group in 2005. The completion of Nanjing Automobile Group's MG factory in Nanjing saw production being restarted in March 2007.
The MG F Mark I (1995-1999) was the third all-new car to be launched by MG in the first full year since the BMW takeover. It was powered by a 1.8 L K-Series 16-valve engine, the basic having 118 hp (87 kW) while the more powerful VVC (variable valve control) had 145 hp (107 kW).
Rover Special Projects oversaw the development of the F's design and before finalizing the styling bought-in outside contractors to determine the most appropriate mechanical configuration for the new car. Steve Harper of MGA Developments produced the initial design concept in January 1991 (inspired by the Jaguar XJR-15 and the Ferrari 250LM), before Rover's in-house design team refined and the concept under the leadership of Gerry McGovern.
An interesting feature of the F was its Hydragas suspension, a system employing interconnected fluid and gas displacers which provided a surprisingly compliant ride but which could be tuned to provide excellent handling characteristics.
The MG F quickly shot to the top of the affordable sports car charts in Britain and remained there until the introduction of the MG TF in 2002.
The MG F Mark II (1999-2002) is a result of a facelift in the Autumn of 1999 and a revised interior as well as styling tweaks and fresh alloy wheels designs, resulting in the.
There was also the introduction of a base 1.6 version and a more powerful 160 hp (119 kW) variant called the Trophy 160, which had a 0-60 mph time of 6.9 seconds. It was only produced for a limited time. An automatic version with a CVT called the Steptronic was also introduced.
The MG F continued to sell well in spite of the sale of the Rover Group, which was announced in March 2000. Land Rover was sold to Ford, while the MG and Rover marques were sold to the Phoenix consortium for £10. In spite of competition from the likes of Mazda MX-5, BMW Z3 and Audi TT, the MG F still proved fairly popular.
The MG ZR (2001-2005) is a hot hatch produced by the MG Rover Group from 2001 to 2005. It was the design for the 25 series Rover GTI before BMW bought the company. BMW did not want to continue with the sports aspect of the Rover 25 so MG took the design and called it the MG ZR, the ZR featured a number of styling modifications and performance enhancements such as uprated sports suspension.
The MG ZR was one of Britain's most popular sporting hatchbacks throughout its production life, and in 2004 was MG Rover's best selling car—the first time that any MG product had been the most popular product of any of the many combines that had owned the MG marque. Tens of thousands of MG ZRs were sold in Britain, and proved particularly popular with young buyers who were attracted by deals such as free insurance and discounts that were the equivalent of VAT.
They soon found out that the "K" was a good and peppy enginedespite repeated cases of head gasket problems, as featured in a BBC Watchdog investigation.
The MG ZS (2001-2005), based on the Rover 45, was rapidly created from the Rover 45 after BMW sold off Rover in 2000. Development of the model was greatly accelerated by the fact that Rover had already created 400-series prototypes of the car using V6 engines and sporting suspension setups.
In fact, MG-Rover developed MG versions of all three Rover cars on sale at the time. The Rover 25 became the MG ZR, the 45 the ZS and the 75 the ZT.
The Rover 45 donor car did not have a reputation for being a driver's car but in fact it was the most suitable car in the Rover range for transformation into an MG, its Honda heritage providing double-wishbone front suspension and fully independent multi-link rear suspension.
As a Rover, the car was always optimised for comfort rather than handling — as an MG this choice was reversed to dramatic effect.
Despite being arguably less pretty than the MG ZR and MG ZT in terms of external appearance, the ZS is arguably the best driver’s car of the trio, offering a lot of power in V6 form and a supple chassis with excellent handling.
A successor to the Rover 45/MG ZS (known internally as RDX60) was under development. This was to have been based on a shortened Rover 75 floorplan and was to appear in saloon, hatchback and 'tourer' (estate) bodystyles. Chassis development was being undertaken by Tom Walkinshaw Racing and ceased when TWR collapsed. The non-appearance of RDX60 meant that the ZS was facelifted and continued in production until the demise of MG-Rover.
In 2004 the ZS was face-lifted with the rest of the MG-Rover range. The retro design cues adopted when the 400 became the 45 were mostly dropped. For the first time the Rover 45 and MG ZS became noticeably different looking cars – at least in the high specification ZS180 version. Wheelarch extensions, side vents in the wings and other touches delivered a distinctive look for the new ZS. The 2004 model also received a revised interior with new seat materials, a new dash design incorporating climate control on certain models.
MG ZS production ceased in April 2005 on the bankrupty of MG Rover, and the rights to make the car were soon repossessed by Honda - who owned the rights to the original 1995 design.
The ZS has been raced in the British Touring Car Championship since 2001. The West Surrey Racing (WSR) team enjoyed 'works' status for several years and initially ran cars with a two-litre version of the Rover KV6 engine, later switching to four-cylinder K-series engines. Ex-WSR V6 cars have appeared in other hands, and a 'junior team' was run in 2002.
The MG ZT and later the ZT-T (2001-2005) was introduced three years after the launch of the Rover 75 and less than a year after the de-merger of MG Rover from BMW, the MG ZT and MG ZT-T were launched. During the car’s development, the models were codenamed X10 and X11 for the saloon and estate versions respectively. The design of the car was based on the Rover 75 but with a more aggressive and sporting look. Peter Stevens, designer of the McLaren F1, took the lead role in the cars design.
In 2003, the 260+ version of the car was launched (codenamed X12 and X13 for the saloon and estate versions respectively), utilising a 4.6 litre V8 from a Ford Mustang. The model also had to be converted from front-wheel drive to rear-wheel drive, and was largely engineered by motorsport and engineering company Prodrive before being brought back into MG Rover. The 4.6 version is regarded as a true Q-car. The only visual difference between the 260 and other ZT's are the quad exhausts.
In 2003, the MG ZT-T became the World's Fastest (non-production) Estate car with a top speed of 225.609 mph (360.9 km/h). It achieved this at 55th annual Bonneville Speed Week Nationals, on the Salt Flats in Utah, USA.
During early 2004, MG facelifted the design of the ZT and ZT-T to a less retro look at the same time as the rest of the MG Rover range.
Nanjing Automobile of China purchased MG Rover in July 2005, three months after the company went bankrupt.
The MG 7 (2007-Now) is a slightly-modified version of the MG ZT which resumed production in early 2007 as an NAC/SAIC Chinese product.
The MG 7 is a sports saloon built by Nanjing Automobile, derived from the Rover 75 and MG ZT. Production started in early 2007. The MG 7 has received praise from British car magazine Auto Express, who test drove it in May 2008.
The MG 7 comes in two variants, the first which resembles the Mark I MG ZT with twin front lights and the second which resembles the Mark II Rover 75 V8. A long-wheelbase version, called the MG 7L, features the deeper radiator grille of the Rover 75 V8.
The MG 7 comes in two trim levels: 'Classic' which features a slatted grille, and 'Sport' with a mesh grille. The look of the 7 has changed very little from the ZT and 75; the only noticeable difference is freshly-designed LED rear light clusters and new alloy wheels.
Also the car features new audio and heating systems as well as a new sunroof system. There are two engine options, the 1.8T and the 2.5 V6, both revised Rover K-Series engines called the N-Series with stronger head gaskets, both meeting strict Euro IV emissions regulations. Changes to the electrical system have been made to improve the engine's ignition system and also to support the wider range of equipment, which includes front headrest-mounted DVD players for rear passengers and a reversing camera.
One of the greatest improvements is the replacement of some features which were snatched away under Rover's 'Project Drive'. These include bonnet insulation, driver's-side grab handles and the noise, vibration, harshness package which reduces road, engine and wind noise in the cabin dramatically. All models now receive ITS head air bags.
The MG TF Mark I (2002-2005) was released, named after the classic MG TF of the 1950’s. Based upon the MG F platform but heavily redesigned and re-engineered, the most significant mechanical changes were the abandonment of Hydragas suspension in favour of conventional coil springs, the new design of the air-induction system that along with new camshafts produces more power than in MG F engines, and the torsional stiffness of the body increased by 20%. Various cosmetic changes include a revised grille, redesigned front headlights, bumpers, side air-intake grills, rear boot, etc. The MG TF was the first car of its class to be awarded a leading 4-star safety performance from Euro NCAP.
Like the MG F before it, the MG TF outsold the rest of the competition put together in the UK every year throughout its production life. Production was suspended in 2005 when MG Rover collapsed.
The MG XPower SV (2003-2005) and MG XPower WR (2008-Now?) is the result of the MG Rover Group having purchased Qvale Automotive Srl, a failing Italian sports car manufacturer for £10 million in 2001.
Qvale, which had taken over development of the De Tomaso Bigua, had renamed the car the Qvale Mangusta and it had already beeb approved for sale in the United States, making it very attractive to MG Rover.
The MG X-Power SV (Sport Veloce) was a sports car made in Modena, Italy in a factory owned by Vaccari & Bosi and leased by MG Rover and Longbridge, UK.
This, formed the basis of the MG XPower SV, an "extreme" V8-engined sports car. It was revealed in 2002 and went on sale in 2004 – but didn’t make it to the US.
When MG Rover went bankrupt and their assets liquidized, the MG X-Power was passed on to the administrators, PricewaterhouseCoopers. But now a new SV has emerged.
From this MG used the floor plan of the Mangusta to design a totally new car. MG Rover set up MG X80 Ltd. It was originally revealed as a show car, the MG X80, but it was considered too sedate so designer by Peter Stevens set about making the car more aggressive.
The first SV concept was unveiled at the 2002 Birmingham motor show where it was greeted very warmly by the press. MG confirmed that when they left the motor show they had 27 confirmed orders.
The production process was complex, partly caused by using carbon fibre to make the body panels. The basic body parts were made in the UK by SP Systems and then shipped to Belco Avia near Turin for assembly into body panels. These were then assembled into a complete body shell and fitted onto the box frame chassis and running gear and shipped to the MG Rover
Longbridge factory to be trimmed and finished.
When MG Rover went into liquidation on April 7th 2005 the administrators came and MG X-Power was passed to PricewaterhouseCoopers. After discussions between William Riley and PwC an agreement was made in early 2008 to purchase MG X-Power for £2 million.
Riley's company, MG Sports and Racing Europe, is currently occupying a 2.5-acre (10,000 m2) factory site in Eardiston, near Tenbury Wells, where 17 people are employed. Riley hopes to produce 6 cars a month, and he has already sold seven, with another 35 other advance orders received. Mr Riley plans to eventually launch a purpose built 100,000 sq ft (9,300 m2) factory within the M5 corridor, employing between 150 and 200 people, many of which will be ex-MG Rover workers.
The base MG XPower SV was powered by a 320 bhp (239 kW) 4.6 L Ford
Modular V8 but was expensive due to the complex carbon fibre body. Both manual and automatic transmissions were available. The manual car had a top speed of 165 mph (266 km/h) and a 0-60 mph (97 km/h) time of 5.3 seconds. Club Sport options, for customers who wished to use their SVs on the track, were planned but never produced. They included a 5·0 L 1,000 bhp (700 kW) version, thanks to factory-approved nitrous oxide injection kits, though the basic version had 410 hp (306 kW) with speed limited to 195 mph (314 km/h).
The 2004 MG SV-R featured a more highly tuned 5.0 L 32-valve V8 with 385 bhp (287 kW) and is believed to have a top speed of around 175 mph (282 km/h) and a 0-60 mph (97 km/h) time of 4.9 seconds.
The SV-S version used the 4.6 litre engine but was fitted with a supercharger to match the 385 bhp (287 kW) of the 5.0 litre versions. Only 3 were made. One SV-R was fitted with a supercharger to become the SV-RS.
The MG TF Mark II (2007-Now) was introduced in March 2007 by Nanjing Automobile Group (NAC), which bought MG Rover's remaining assets during bankruptcy proceedings. NAC restarted production of the MG TF at its Nanjing factory, with a capacity of 200,000 cars a year. Experts from the Longbridge factory were involved in building the new TFs in Nanjing.
In August 2008, more than three years after the facility had closed due to MG Rover's bankruptcy, assembly of a lightly-revised MG TF model for the European market, from Chinese-built complete knock down (CKD) kits, started at Longbridge.
The MG 550 and the MG6 (2008-now) hatchback is a rebadged Roewe 550 (based on the Rover 50).
The MG 3 (2008-Present) is a car which is sold under the MG model range owned by Nanjing Automobile Group (NAC). It is based on the Rover Streetwise which ceased production in April 2005 on the bankruptcy of predecessor organization MG Rover.