The MG TF
Prototypes of an extensively modified car, the TF, were on hand for the motor shows of late 1953 and were much publicised. In every important respect the TF's chassis and power plant were those of the TD, the new features being the refurbished styling.
Under the hood was found the faithful XPAG block, this time with standard specs which resembled those of the Mark II TD. All that was missing were the twin fuel pumps and enlarged
exhaust valves, which gave the Mark II a slight acceleration edge over a stock TF, the cars being virtually the same weight. It was true that this fine engine, with valve gear good for 6000 revs, just invited you to keep your foot down and watch the tach climb up and up.
Sure, you had to shift gears a lot, but when the engine jumps when you stab it, you started looking for corners in anticipation of threading down through the gears. Once around, the TF hauled away with the hard, clean feel that marked a true sports engine. Clutch and gearbox were the fine TD components, driving through the ex-Mark II high rear end cogs. In the words of one observer, this combination made obvious the most of the unconscious urge to go on changing up after top is engaged, as drivers did in a TD.
If they weren't pining for an
aerodynamic shell, most lovers of MG were greatly impressed with the looks of the TF. Especially with the optional wire wheels it seemed to combine the good looks of the TC with the TD's practicality. Its built-in headlights seemed to make it unique, being neatly done and with the low hood and sloping
radiator grille. Relationships of the angles of the fuel tank and the top were changed, and the result was an MG that actually looked good with the top up.
Except for the
steering wheel, floor, doors, and handbrake, the TF interior was thoroughly new. Individually adjustable bucket seats with high, shoulder-supporting curved backs were a major advance in comfort, and as usual with MG's, the detail trim and leather work was of top quality.
However, the octagonal instrument caused varied reactions. They were well lit, but odd calibrations and a different mechanism, meant they were not always accurate to read. The car also had two spacious but unlockable glove boxes.
To both veteran and first-time sports car drivers the noise of the door closing, the firm motion of major and minor controls, and the spotless finish of the TF blended to give a reassuring impression of solidity. Even when driven by true believers over surfaces from highways to dirt tracks, it felt unbreakable.
Whether or not it could, owners felt the TF wanted to perform every task you set for it.
Actual
handling was naturally just like that of the TD, but the drivers impression was changed by the lower hood line and more prominent fenders, which were much more helpful in placing the TF on or across the road.
The MG TF-1500
By 1953, MG’s of any type were back numbers in anything but dead stock racing, the king of the class at that time being the Osca. Not long before the TF was introduced, a Briton named Ken Miles sent Nuffield stock soaring with a compact "MG-Morris" special that swept its class clean and went on to challenge Ferraris, C- Jags, Kurtises, and others. Most hopeful feature of this Miles RI was a full 1500cc block kindly supplied by the factory.
After a phase of racing a "stock" TF which idled roughly at 2000 revs, Ken assembled the R2, which was deliberately made to resemble the TF. This, too, had the recorded 1466cc block, which by this time was in production and called the XPEG engine.
MG TF-1500's started coming through late in 1954 , and they were indeed the answer to many prayers especially with a fresh $2,590 (est) price tag. Displacement and the hood nameplates were the only mechanical changes. Performance of the 1500 didn't set the world on fire, but it was a worthwhile step above all other cars in the T-Series.
There was more torque lower down and a firmer push in the back through the gears, though in stock trim the XPEG didn’t feel as happy about high rev counter readings as its predecessors did. Enlarging the bore altered the combustion chamber shape and brought on occasional problem of the engine continuing to run after the ignition was switched off.
One of the most satisfying Midgets ever, the TF-1500 was also one of the shortest-lived, with actual production ceasing about the middle of 1955. Only 9,600 TF's were made, against some 30,000 TD's.
Also see: MG Heritage |
MG
Performance Chart 
