About The MG Midget

The M–Type MG Midget was launched in 1929, to which the public and the press responded to very warmly. In fact, the reception the little car received meant the order books soon began to fill.

The concept of the MG Midget, a new car to the MG range at the time, was that of a cheap to run and cheap to maintain two–seater light weight open sports car that was fun to drive, even though it wasn’t particularly fast.

MG cars in the early days were customised Morris stock and were first sold by Morris Garages, an Oxford–based sales and distributor of Morris cars. The MG Midget was a re–bodied Morris Minor.

The M–Type MG Midget remained in production until 1932 and for the last year it was produced alongside the D–Type MG Midget.

The J–Type MG Midget superseded them both and was launched in 1932. This again was two–door sports car with a 4–cylinder overhead camshaft cross–flow engine, taken from the Morris Minor, driving the rear wheels via a 4–speed non–synchromesh gearbox.

4–Seats But Not Enough Power

In 1934, the P–Type MG Midget appeared in the form of the MG Midget PA, which used the same 847cc 36–horsepower engine with twin SU carburettors and transmission as the J–Type MG Midget, but with a longer chassis. This car was also available as a 4–seater, but the version was very much under powered and suffered from poor ground clearance.

In 1935 the MG Midget PB arrived and with the same engine, but with the cubic capacity increased to 939cc, and producing an additional 7 horsepower. The additional cubic capacity was been achieved by increasing the diameter of the cylinder bores. The PB MG Midget was distinguishable from the PA MG Midget by its slatted radiator grill, as opposed to mesh. Only 526 PB MG Midget’s were built up until the end of production in 1936.

MG is Sold to Morris Motors

It was in 1935 that William Morris, who had by then taken the title of Lord Nuffield, sold MG to Morris Motors. With immediate effect all motorsport activities were stopped, and well as the development of competition engines. Also, the design office at the MG works in Abingdon was closed and its responsibilities taken over by the Morris headquarters at Cowley.

Under Morris Motors ownership, car building at MG was all about making money, something that Cecil Kimber, one of the founders of MG, found difficult to come to terms with, as did his loyal workforce.

Later that year the T–series MG Midget was launched, but purists poured scorn on the car as now the overhead camshaft cross–flow engine had been replaced with what was seen as an inferior 1292cc pushrod overhead–valve four–cylinder Morris 10 unit.

However, the MG version of the engine was equipped with twin SU carburettors and produced around 50bhp. This was a significant power increase when compared to the old MG Midget PB and the car now also had hydraulically operated brakes, a synchromesh gearbox and was reported to be more reliable.

The chassis of the MG Midget TA was that of traditional MG design, but the tubular cross–members seen with previous models had been replaced by channel sections. Also, the forward portions of the side rails had been made as box sections to stiffen them, and the engine mountings were now made of rubber. The suspension system was that of leaf springs front and rear.

Making Sports Car Ownership More Popular

The mechanical specification of the MG Midget TA made it a much easier car to drive than previous models, or indeed than its competitors of the day. There is no doubt this little car opened up sports car ownership to a much wider motoring customer base.

Inevitably, the MG Midget TA found its way into motorsport events where it stood up for itself quite well. However, because of its unsuitable valve timing, and weak bottom end, the engine did not stand up well to being consistently run at high revs. Therefore, engine failure was not uncommon.

Despite the initial frosty reception the MG Midget TA was gradually accepted into motoring society and the car actually began to promote the appeal of sports car ownership.

Instroduction of the MG XPAG Engine

There came a quick succession of updated releases of the T–Series MG Midgets from the MG Works. In the summer of 1939, MG announced the launch of the MG Midget TB. On this car the chassis and body options were essentially the same as the TA, but the TB MG Midget had a new engine. This was a 1250cc overhead valve, four–cylinder unit taken from the new Morris 10 and known as the XPAG engine.

The XPAG engine had a much stronger bottom end than its predecessor, better valve timing and a more advanced design in cylinder head. These combined features gave a power output of 45bhp and with a dry clutch and a more efficient set of gearbox ratios than before. It also had improved gearbox synchromesh.

The MG Midget TB was soon followed by the TC MG Midget. The chassis of this sports car was essentially the same as before. However, suspension–wise, the sliding trunnion spring mountings had been replaced by rubber bush shackles, a situation that was somewhat forced upon MG through lack of raw materials.

Although the change in suspension design helped to simplify maintenance procedures, it actually made little difference to the handling of the car.

The MG Midget TC engine was the twin–carburettor version of the 1250cc XPAG unit and the transmission was a single–plate dry clutch with four–speed synchromesh gearbox as seen in the earlier MG Midget TB. The brakes were nine–inch hydraulic drum units and the wheels were centre–locking wires.

Despite the fact that the car was so obviously dated, in terms of both mechanical specification and appearance, the MG Midget TC was extremely popular. The level of success of the MC Midget TC somewhat took MG by surprise as it became the best selling MG up to that time.

In later years, the MG Midget TC was made most famous by its frequent appearance in WWII films as the little car to be owned by hero RAF officers.

Outbreak of World War Two

At the outbreak of WWII in 1939, manufacture of cars at the MG factory in Abingdon gave way to the production and maintenance of the machines of war. This was the case at most other engineering plants and car factories throughout the country, as they had become a valuable resource to help the war effort.

At the MG factory, activities changed to that of servicing of guns, the production of aircraft parts, as well as the repair and maintenance of tanks. In those days no job seemed too large, too small, or too difficult.

After the war, the MG factory at Abingdon again set to work building cars, but things were difficult. A Labour government was in power and wartime shortages of materials led to the prolonged rationing of just about everything.

Although there was a considerable demand for any form of personal transport, car manufacture was slow to regain momentum. There was also an urgent need for Britain to earn money from abroad through export to help fund the reconstruction of all that was lost and destroyed during the years of the conflict.

Since little development work could be carried out during the war on the design and construction of cars, most manufacturers dusted off their pre–war models, tidied them up and put them out for sale.

War Was Over & MG Went Back to Producing the MG Midget TC

MG was no exception to this, but as most other manufacturers were concentrating their efforts on re–making their big luxury saloon cars, MG decided to concentrate upon the car that had so quickly risen in popularity in 1939, the MG Midget TC.

Through building cars for export, MG gained access to raw materials and sold cars all around the world. Such was the popularity of the MG Midget TC some 10,000 of them were built over a 4–year period and with a substantial proportion of the number going to the United States.

The Americans loved the MG Midget and the car generated a whole new interest in sports cars and motor sport and. They were practically buying the cars up as fast as the MG Factory could build them.

In 1949, a replacement for the MG Midget TC was announced, but the specification was really quite different. This was the MG Midget TD, and whilst it bore a resemblance to previous MG Midget, it was quite different under the skin.

The MG Midget TD had a new chassis that had been developed from the Y–Type saloon. This was much more robust with the main difference being it had box–section side rails and cross members that were all welded together.

The rear of the chassis curved over the axle and this allowed for the rear leaf springs to be controlled by lever–arm shock absorbers.

Gone was the beam axle at the front, this being replaced by stub axles mounted on double wishbones and coil springs proving independent suspension. The upper wishbones doubled as the levers for the lever–arm shock absorbers.

MG Purists Were Not Impressed With The TD MG Midget

Again, as when the MG Midget T–Series was introduced, the MG fan club were not impressed, as this car was seen as being too much of a departure from MG tradition. This was made all the more worse by the fact the car was fitted with pressed steel rims instead of the once familiar wire wheels. These were said to look very much out of place, especially as the rear wheels did not fill the wheel arches properly.

The MG Midget TD was the first car MG had built which had bumpers front and rear, giving it a more refined appearance and of course taking it further out of character. It was, however, reported to be more comfortable to drive, but using the same engine and transmission as the MG Midget TC, there was some loss in performance due to the car being a little heavier.

Despite Initial Unpopularity the MG Midget TD
Sold in Far Larger Quantities Then the MG Midget TC

In spite of the negativity expressed from certain quarters of the public, the MG Midge TD sold in even larger quantities than the TC MG Midget. In fact, almost three times as many were sold over a four year period and again, a substantial number of them went abroad, particularly to the USA.

A Mark II version of the MG Midget TD was introduced, which had a slightly more powerful version of the XPAG engine (57bhp), due to a higher compression ratio and bigger carburettors. There were also improvements made to the suspension, while the one–piece seat back and individual seat cushions gave way to a pair of bucket seats. In 1952, centre–lock wire wheels were again offered, but this time as an option.

MG Cars Becomes The Property of British Motor Corporation

It was in 1952 the British Motor Corporation was formed (BMC), which amalgamated car manufacturers, Austin and Morris. As Morris also owned MG the company also came under this corporate umbrella. Other badges that were similarly affected were Austin Healey, previously owned by Austin, and Riley and Wolesley, who were part of Morris Motors.

After a period of only a few months, Lord Nuffield stepped aside from his position of Chairman of BMC to make way for Leonard Lord, ex–Chairman of Austin. Once in office, Leonard Lord gathered around him many of his old Austin management team and it seemed from then on, all other badges were looked after less favourably.

By 1953, sales of the MG Midget TD were beginning to falter, but the Morris design team had a prototype of a replacement car ready to go into production. The car, code named EX175, was based on a modified MG Midget TD chassis and mechanicals, but with a more streamlined body shell.

Funding For a New Model Went to Austin

Whilst the styling of the intended new MG Midget would have brought the car right up to date, sadly, it was not to be. The car was turned down flat by the management of the British Motor Corporation (BMC), because a deal had already been signed with Donald Healey to build the Austin Healey 100.

Earlier, in 1951, a racing driver by the name of George Phillips drove a re–bodied TD Midget in the Le Mans 24 hour endurance race. The car had been specially built for him by MG following his earlier successes with his own TC that had been fitted with a lightweight two–seat racing styled body. So different was the appearance of his new MG Midget TD racer it was difficult to believe that it was actually a TD MG Midget.

It was a road-going version of the Phillips’ car that had been put forward as a replacement for the TD Midget and dismissed.

MG knew that something had to be done about the flagging sales of the TD version of the MG Midget, but having had the chance of producing an all new model completely dashed, all that could be achieved at the time was to give the existing car a facelift.

The MG Midget TF - Trying to Revive the Brand

The MG Midget TF was basically the same as the TD, having the same form of chassis, suspension, brakes, steering, engine, and transmission. It was the bodywork that was different, although it still had that unmistakable, and by now, old–fashioned MG styling.

The most obvious changes were to the front end where the radiator grille had been lowered and leaned backwards to lower the height of the bonnet. The front wings were shaped so that the headlights could be faired into them, rather than being separately mounted.

At the rear of the TF MG Midget there was little difference as compared to the MG Midget TD, apart from a valance to fill the gap between the bottom of the fuel tank and the back bumper.

In terms of performance, there was no change by comparison to the TD MG Midget. However, despite the new body style, MG was kidding no one but themselves if they thought the car was going to turn the sales figures around.

By 1955, the MG Midget TF was seen even by Longbridge, BMC headquarters, to be a flop. To try and salvage something of the car the engine size was increased to 1466cc and the name was modified to the MG TF 1500. Even the upgrade to the XPEG 1500 engine was not enough to give the car a new lease of life and production of the old traditional style of MG Midget soon came to a close.

MG desperately needed a new car, and to be completely different as well as completely up to date in terms of performance, handling, and appearance. By now major internal changes were taking place within the MG company, the most important of which being the reinstatement of a separate MG car design department. However, no direct replacement for the TF was forthcoming and the MG Midget gave way to a new type of MG car, code named the EX182 – which turned out as the MGA.

The MG Midget Name Returns

The MG Midget name was resurrected in 1961 and put to an MG car that really wasn’t an MG at all. The car was actually a slightly upmarket version of the Austin Healey Sprite MkII. The production of both cars was a response to the launch of the Triumph Spitfire, which had brought a greater level of sophistication to the budget sports car market.

The MG Midget and Austin Healey Sprite ran side by side in production until 1971, a year when the Austin Healey Sprite version, by then just called the Austin Sprite, was dropped, leaving the MG Midget to go it alone for another eight years.

This new breed of MG Midget, now referred to as the Mk1, was powered by a 46 horsepower 948cc BMC A–Series 4-cylinder overhead valve side–draught engine, as fitted to the Morris Minor and Austin A30⁄A35.

In the MG Midget, as well as the Austin Healey Sprite, however, the engine was fitted with twin SU carburettors. Gone were the days of a separate chassis, as now cars were being built in monocoque design.

In October 1962 the engine capacity of the MG Midget was increased to 1098cc, producing another 10–horsepower and the car sported disc brakes to the front instead of drums, and it was available with wire wheels as a factory option.

MG Midget Mk2

In 1964, MG launched the MkII MG Midget. This version had wind up windows, opening side quarter lights, external door handles and door locks. The suspension was improved for better handling and with the engine main bearings strengthened the engine now produced 59 horsepower. Over 26,000 MkII MG Midgets were built between 1964 and 1966.

BMC Becomes BMH

By now BMC was almost bankrupt and in 1966 the company merged with Jaguar and car body maker, Pressed Steel, to form British Motor Holdings, or BMH for short. At least for now the financial future of the various badges that made up the group seemed secure.

The MG Midget MkIII appeared that same year, alongside the Austin Healey Sprite MkIV. Austin Healey Sprite demarcation was always one step ahead of MG Midgets on account of the Frog Eye sprite being the first Austin Healey of the series and the first of the new MG Midgets joining the line at the same time as the Austin Healey Sprite MkII.

The new MG Midget had a 1275cc version of the old BMC A–Series overhead valve engine and was a de–tuned version to that fitted to the Mini Cooper. There were complaints about this, as the engine in the Mini Cooper had a re–worked cylinder head with bigger valves, giving it more power.

Other changes to the MG Midget were the fitment of an all in one piece fold down hood, which had previously been a separate frame and cover arrangement. There was also now a hydraulically operated clutch.

BMH Now Becomes BLMC

By 1968, British Motor Holdings, the owners of MG, had descended to a state of near financial collapse, but was rescued by Leyland, a truck and bus manufacturer. Leyland already owned Rover and Triumph and so these badges were added to those already held under BMH to form the British Leyland Motor Corporation (BLMC).

All through its re–born life the MG Midget had to compete for sales against, and always lost out to, market rival the Triumph Spitfire. Now, under British Leyland ownership, both cars were manufactured by the same company.

In 1969, minor changes were made to the MG Midget MkIII, the most obvious being the matt black body sills and matt black recessed radiator grill. Rostyle steel wheels were fitted as standard, with wire wheels still being offered as an option.

In 1972 the rear wings, that previously had squared off wheel arches, were replaced by round ones, a feature not seen on Austin Healey Sprites and MG Midgets since the days of the Frog Eye Sprite. The car also received a Triumph steering rack, providing a slightly lower gearing, and a second exhaust silencer was fitted.

The dynamo in the electrical charging system was upgraded to the higher output alternator and rocker switches and padding were fitted to the dashboard for what was described as safety reasons.

By 1974, MG Midget sales in mainland Europe had ceased, leaving Britain, USA, Canada and Japan as the only export customers.

North American Emissions & Safety Legislation

In 1975, North American Federal safety legislation in respect of car design had become very much tighter, an event that saw a dramatic change take place in the appearance of not just the MG Midget, but the MGB as well.

Now built as the MkIV, and whilst the body shell remained pretty much identical to previous editions of the MG Midget, there were other quite dramatic appearance changes.

The most dramatic alteration was that of the car being fitted with large rubber bumpers, that were actually plastic in reality. There was also an increase in ride height of one–inch so as to meet the US bumper height restrictions, and a return to the squared off rear wheel arches.

As well as the new USA safety rules, there were new USA exhaust emission regulations being brought into force. As US emissions regulations became more and more stringent, the modifications required to keep up with them progressively strangled the power output of the A–Series 1275cc engine.

To try and overcome the loss of performance, caused through compliance to the exhaust emissions rules, the car was given a bigger engine and this came from the Triumph Spitfire 1500. This was perhaps one of the most insulting actions that could have been taken against the MG Midget.

The Old BMC A–Series Engine is Phased Our For Good

The engine from the Triumph Spitfire had already been increased in capacity from 1296cc to 1491cc for the same emissions related reasons, whilst the old BMC A–Series unit, now being beyond any further development, was phased out completely.

This 1974 edition of the MG Midget was marketed as the MG Midget 1500 and whilst it was actually less responsive to the throttle than the older 1275cc car, it was reputed to be a better cruising vehicle.

Sadly, the MG Midget never benefited from an overdrive gearbox, which had been an option on the Triumph Spitfire. Instead, it had an all-synchromesh unit as fitted to the Morris Marina.

Between 1958 and 1979 a total of 355,888 Austin Healey Sprites and MG Midgets were built with production officially ceasing on 7th December 1979. To celebrate fifty-years of MG Midget production at Abingdon, 500 limited edition MG Midgets were produced, all painted in black.

Today, the MG Midget is still a popular classic and for the same reasons it was so popular when in production. Of course there are more of the Austin Healey designed MG Midgets available, and being quite basic in their make up, they represent a good entry level classic car for the DIY enthusiast.

Chrome bumper models, such as the MG Midget MkIII, command higher prices as opposed to the hideous in appearance rubber bumper series. If you are thinking of taking on a MG Midget as a hobby car, or even a restoration project, the car shares many parts with the Morris Minor 1000 and Austin A30⁄A35⁄A40 and are in good supply.

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Thursday, 27-Jan-2011

About The MG Midget