The world-famous initials M.G. have been associated with sports cars since 1923. Many people still puzzle over the initials; they simply stand for Morris Garages, where the prototype M.G. Sports first saw the light of day. The story of M.G. has been told many times, and it will suffice here to give only the barest outline of how the marque came into being. Cecil Kimber, the then general manager of Morris Garages, had a hankering after a sports car of his own fabrication. To this end he caused to be built in the garages a very special version of the production Morris-Oxford, fitted with a much-modified 11.9-h.p. Hotchkiss engine, which was the standard fitment on the Morris-Cowley. The makers converted a standard side-valve unit to o.h.v., with pushrod operation.
Cylinder head and ports were polished, a balanced crankshaft fitted, but the standard-type cast- iron pistons were retained. Transmission was via a wet-plate clutch and a Morris-Oxford three-speed gearbox. The Morris rear suspension was by three-quarter-elliptic rear springs, so a special chassis frame was evolved from the Morris pattern to take fiat-type semi-elliptic. A very tight body was fitted, wire wheels adopted, and each brake had four shoes. The familiar Morris bull-nosed radiator was retained, and the car possessed nothing in the way of windscreen or weather equipment, with the exception of very sketchy wings.
F.C. 7900 was an immediate success, and gained a gold medal on its first outing, the 1923 M.C.C. Land's End Trial. It was capable of a genuine 82 m.p.h., and its possibilities as a production sports car created considerable interest amongst sports-car enthusiasts of the period. Kimber approached Lord Nuffield (then Mr. W. R. Morris), and he agreed that there was a market for the M.G. Sports and that the cars could be made from standard Morris components. During 1924 a limited number of cars were built in a small mews in Pusey Lane, Oxford. These early cars were, more or less, modified editions of the Morris-Oxford, and were very handsome sports cars with their aluminium bodies, sleek lines and air of individuality.
In 1926 the demand for M.G.s far exceeded the productive capacity of the hole-and-corner works, so larger premises were found in Bainton Road, North Oxford. Despite this, it was impossible to satisfy all prospective customers, so a new factory was built at Edmund Road, Cowley. A year or two later, the concern moved to their present factory at Abingdon-on-Thames. Edmund Road saw the appearance of the 14/40 M.G., a striking sports model of the time. The smart body was finished in a dual colour scheme, the bottom half being in mottled aluminium and the top panels could be supplied in any desired colour, with upholstery to match.
The 14/40 was the first type to be built in quantity by the M.G. organisation in its own factory. The car was on standard Morris chassis, but had a carefully tuned and assembled engine, enlarged and polished ports, Maries steering, special back axle, and modified suspension. The engine, incidentally, had a capacity of 1.8 litres and had side valves. Maximum speed was about 65 m.p.h., but mile-a-minute cruising was possible. Petrol consumption was often over 30 m.p.g. on long runs, and averaged around 28 during the course of normal running. The weight being under a ton was responsible for this very economical motoring in a car of nearly 2-litre capacity.
The following year, 1928, really saw the founding of the M.G. fortunes with the introduction of what is the most famous sports car of all time, the M.G. Midget. Before dealing with the Midget I feel that some mention must be made of that admirable six- cylinder car, the 18/80, introduced during the same year. This car was the first attempt to build an entirely new M.G., only the power unit being essentially Morris. This engine was basically similar to the power plant on the Morris Isis, the Morris answer to the big-engined American cars that were being imported 110 in ever-increasing numbers. This 2.5-litre unit (69 x 110-mm.) had the valves operated by an overhead camshaft—a distinct departure from previous Morris practice. For installation in the M.G., it was specially tuned, and special manifolds were designed to take twin S.U. carburetters.
The chassis was constructed with channel-section side-members and semi-elliptic suspension. The latter was interesting in that the front springs were rigidly anchored at the rear, and had shackles only at the front. Knock-off Rudge-Whitworth wheels were fitted, and a special back axle of immense strength was designed. Transmission was via a three-speed gearbox. Bodywork was notably comfortable, and the car presented a decidedly sporting appearance. It was capable of about 80 m.p.h., with high-speed, effortless cruising. The 18/80 was continued for about four years, and a Mark II edition was added around 1930, which was a more refined car altogether and boasted a four-speed gearbox. Although the Mark I was very popular, there were many who did not care for its rather harsh performance, as it was a decidedly more sporting vehicle than the four-speed model.
The Mark III "Tiger" was built for Le Mans, about eight cars being completed. Donald Monro bought the experimental car and fitted it with R.A.G. carburetters, enlarged M-type Midget body and outside pipes. It had a special engine with carburetters on the opposite side to standard, a Mark II gearbox, and a shortened Mark I chassis. Shortly after the introduction of the o.h.c. Morris Minor came the debut of the 8/33 M.G. Midget. Despite the fact that it was constructed almost entirely from Minor components, the Midget was a completely different class of vehicle. The purpose Cecil Kimber had in mind was to combine the characteristics of a sports car with the low upkeep and reliability of a low-priced touring vehicle. In this he succeeded beyond his wildest dreams, and the M.G. became the stylist for small sports cars for many years.
As originally produced it was available in 847-c.c. (57 x 83-mm.) only, but competition successes caused it to be produced with a 746-c.c. unit (57 x 73-mm.) for private owners who wished to be eligible to compete in the under-750-c.c. class, which for many years had been dominated by the Austin Seven. The smaller-engined cars were built mainly as road-racing machines, being founded on the original Montlhery Midget which broke class records in December, 1930, at the famous French track. The original standard Midget had a plywood body on ash frame, the whole being fabric-covered. Bonnet, valances and wings were metal, finished in cellulose. The semi-pointed tail either carried the spare wheel outside to give a roomy luggage locker, or had that essential component inside. The engine, as on the Minor, had the overhead valves operated by an overhead camshaft, the drive for which also served as the dynamo armature shaft; the dynamo was mounted vertically in front of the timing case.
Special marrtfolds were designed, and a single S.U. took care of carburation. With its weight of just over 10-cwt. and output of some 20 b.h.p., the little Midget was a spritely performer. The 750-c.c. cars were type-named Montlhery, and were remarkably fast either in blown or unblown form. It is worth recalling that the Mark II Montlhery supercharged Midget weighed just over 13-cwt., and the engine poked out over 60 b.h.p. at 6,300 r.p.m. As sold, it was good for 90 m.p.h., and could cover a standing quarter-mile in under 19.8 sees. It was extremely reliable, and many of the original cars are still taking a regular part in competitions. The Montlhery specification included a four-speed twin-top gearbox, carefully assembled and hand-built power unit, special brakes, and complete racing equipment. In unsupercharged form, the engine had twin S.U. carburetters. The blown type was fitted with a No. 7 Powerplus running at three-quarters engine speed and single S.U. carburetter.
The 8/33 or " M " type continued in production until 1932, when it was offered with a metal-panelled body. Shortly afterwards it was dropped altogether in favour of the " J " series, which were based more on the racing types which were having a phenomenal run of successes. The " J2," with its twin carburetters, underslung frame, four-speed gearbox, cut-away doors, and large rear petrol tank, must be credited for setting the fashion for years to come. It was altogether faster than the " M," although the claims of many owners that it could do 80 m.p.h. were, from my own experiences, a bit on the optimistic side. However, I should give 70 m.p.h. as its probable maximum in its production form.
It was a grand little motor-car, however, and its road-holding was beyond criticism. That it was robustly built is seen by the large numbers still in use to-day. In Salonette or open fourseater form it was entitled the "J1" and the special supercharged 750-c.c. editions received the type-designations of "J3" and "J4" respectively. For 1934 the "J" type was supplanted by the " P," which had more adequate mud-guarding arrangements, and was altogether a more comfortable vehicle. This car was supplemented by the road-racing "Q" type, which, to the minds of many, was the finest Midget built in any form, and offered for sale. It was phenomenally fast, and scored innumerable racing successes.
The 1936 " PB " type was given a larger engine (939-c.c.), largely to counteract the invasion of the competition world by the 972-c.c. Le Mans Singer, the most serious challenge the M.G. concern ever had to counter. That it was weathered successfully was due largely to the robust design of the " PB," and its adaptability to sprints, racing or trials. With the addition of a blower it was a potential 100 m.p.h. car. The "PB" was the last of the series of overhead-camshaft Midgets, and is regarded by many folk as being one of the finest small sports cars ever to be made in quantity in this or any other country. As a trials machine it was possibly the best of the M.G. series, and special mud-plugging versions, such as the "Cream Crackers," were outstandingly successful in the toughest events that club secretaries could devise.
A 750-c.c. single-seater racing car was also produced about the same time with the type-designation "R" This most interesting Midget had all wheels independently sprung by torsion bars, and possessed an exhaust note reminiscent of an army of giants tearing calico. "R" types were still seen in many events post WW2, but they were never outstandingly successful in out-and-out racing. Midget successes were so numerous that it would be impossible to list even a fraction of them on the Unique Cars and Parts website. Starting off with the team prize in the classic J.C.C. Double-Twelve in 1930, the marque swept the board the following year in the same event by capturing first six places.
A Midget won the 1931 Ulster T.T. and also the Irish Grand Prix. In 1932 it won that most grueling of long-distance track races, the B.R.D.C. "500," at the astonishing speed of 96.29 m.p.h. It was also the first 750-c.c. car to exceed 100 m.p.h., and to cover over 100 miles in the hour. Pages and pages could be covered with M.G. victories and achievements. Men such as Norman Black, the Earl of March, Dan Higgin, S. Staniland, H. C. Hamilton, Goldie Gardner, G. E. T. Eyston, Albert Denly, R. T. Horton, E. R. Hall, S. A. Crabtree, and many others have made motor-racing history in their Midgets. Drivers such as Toulmin, MacDermid, Langley, Bastock, Green, Weston, the wonderful disabled driver Flower, and other noted hill-stormers have done the same in the trials world.
Then came the "TC" series, although often compared unfavorably with the old "cammy" jobs by ardent Midgeteers, was nevertheless a very potent sporting motor-car, and could acquit itself as well as most of its contemporaries in competitions. The larger-capacity power unit (1292-c.c.) had pushrod-operated overhead valves, and was altogether more unobtrusive in obtaining approximately the same high cruising speeds as its predecessors achieved with a good deal more fuss and noise. Bodywork was more comfortable, weather protection far more adequate, and the car made an appeal to a different class of road-user, whilst still retaining its likeable M.G. qualities. Braking had been improved out of all recognition by the adoption of Lockheed hydraulic brakes, steering is in the best M.G. tradition, whilst road-holding was as good as any M.G. ever produced.
In fact, the "TC" was a first-rate sports car, and with the inclusion of a tip-top synchromesh gearbox and not-so-harsh suspension, it understandably became a number one favourite amongst the devotees of the smaller sports cars after World War 2. Nevertheless, a great many people from the pre-war sports car era thought, at the time, that the TC had grown up too much, and a smaller-engined Midget would be welcomed with open arms, particularly in the competition world.
Towards the end of 1931 the six-cylinder Magna series was introduced, powered by a version of the Wolseley Hornet engine. The Magna was one of the lowest four-seater cars ever built, and was extremely popular in its day, although being totally unsuited to trials owing to its lack of ground clearance. The cars could be made to motor very rapidly indeed, however, and many a Magna caught the Brooklands handicapper with his flag down.
When originally marketed it was known as the 12/70, a very misleading type name - the engine developed nothing like 70 b.h.p., the figure 70 being an indication of the car's maximum speed. The power unit was of 1271-c.c. (57 x 83-mm.), the valves being operated by an overhead camshaft, making use of the dynamo armature as a vertical driving shaft, as on the Midget and Morris Minor. Twin S.U. carburetters were fitted, and a four-speed gearbox (ratios 4.89, 6.69, 9.78 and 19.55 to 1) had remote control—not a common feature in those days. The frame was upswept over the front axle, and underslung beneath the rear. Flat semi-elliptic springs took care of the suspension.
The type " F " was introduced in 1932, and had 12-in. brake drums in place of the 8-in. formerly fitted. The "L " type was a further development, the engine having the exhaust manifold redesigned and repositioned on the opposite side of the cylinder block. The Magnette series were started in 1933, and this car was one of the most successful sports-racing types ever built of its class. Countless races were won by Magnettes, and they made a wonderful start by winning their class, and gaining the team award in the very gruelling Mille Miglia (Italian 1,000 Miles Race). Many world's records fell to this type, notably in the hands of G. E. T. Eyston, R. T. Horton, A. T. G. Gardner, and many others. Lieut.-Col. Gardner still holds the world's record for 1100-c.c. and 1500-c.c. cars.
The wonderful Magnette engine was further linered down to 750-c.c. for those amazing runs in Belgium in 1946, and nearly 200 m.p.h. seems to be within the realm of possibility with this super-streamlined M.G. He is also going all out to attack 500-c.c. records. The majority of famous racing drivers from that era gained their early experience with Magnettes, and the great Tazio Nuvolari himself won the 1933 Tourist Trophy with one, being greatly surprised that Britain could build such an excellent road-racing machine at a time when we had very few opportunities of testing them outside of Brooklands.
Quite a number of types of Magnette were marketed, with and without pre-selector gearboxes. The early "K1" and "K2" models were very popular indeed, both in open and pillarless saloon form. They were genuine 80 m.p.h. vehicles, and their race-bred steering, suspension and so on made them amongst the finest moderately priced sports cars made in this country. The first cars had a 1,086-c.c. (57x71-mm.) o.h.c. engine, but a 1,286-c.c. (57x84-mm.) unit was made available in 1934. All Magnettes were of the six-cylinder type, of course. Many of the " K " type cars were fitted with triple S.U. carburetters.
The " N " type Magnettes came in for 1934, and were more comfortable vehicles generally, and incorporated many refinements over the original " Ks." This type was eventually replaced by the four-cylinder 1.5-litre model, which had a pushrod-operated engine of 1,546-c.c. (69.5 x 102-mm.), and a synchromesh gearbox. This was a much more " gentlemanly " type than the Mag- nette, and lent itself rather better to more luxurious coachwork. It was a most popular car prior to the war, but was hardly as sporting as the Magnette series.
The last word in sports-car wear was the " K3 " series, which were genuine road-racing machines, sold to conform to A.I.A.C.R. regulations. The blown cars were capable of about 110 m.p.h., and many examples are still being successfully raced to-day. De-tuned, the type is an ideal sports car, possessing vivid acceleration, excellent road-holding at all speeds, and absolute reliability. Sports-car enthusiasts all over the world have long deplored the passing of the overhead camshaft M.G.s, but it must be admitted that in an organisation such as the Nuffield concern the production of an entirely separate type of power unit would make for additional assembly lines, and consequently would lead to much higher prices. Despite this, I am certain that many people would Gheerfully pay the extra for one of the meaty type of vehicles made so well by the late Cecil Kimber.
The largest pre-war M.G.s were the 2-litre and 2.6-litre. Both cars had six-cylinder power units, the former being of 2322-c.c. (69.5 x 102-mm.) and the last-named of 2561-c.c. (73 x 102-mm.), being very similar in general design to the larger Wolseley engines. Both cars were marketed for high-speed touring, and as such they quickly built up a sound reputation.
