MG ZT 190 Cars

MG ZT Full-Size Cars

2011-03-06T07:38:00.000-08:00

MG ZT 190

MG ZT Full-Size Cars

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MG ZT 190

MG ZT Full-Size Cars

The MG ZT is a high-performance MG-branded version of the Rover 75 executive car, produced by MG Rover at their Longbridge plant in Birmingham from 2001 to 2005. An estate version, the MG ZT-T, was also available. Styling is similar to the 75, although uprated springs and chassis modifications make for a far firmer ride. Production of the cars ceased in 2005 amidst financial turmoil at MG Rover.

A Full-Size Cars is a marketing term used in North America for an automobile larger than a mid-size car. In the United States, the EPA uses "large car" to denote full-size cars.

Full-size cars are usually denoted for their length, nearing 5,000 mm (197 in) in basic sedans, with luxury models often tending to reach 5,250 mm (207 in). Previously, a wheelbase greater than 2,790 mm (110 in) was the criterion. The term first appeared in the early 1960s to define what also became known as "standard" size cars from the new compact and intermediate models then being introduced. Full-size is also defined in space measurement as greater than 3,300 L (120 ft³) of interior volume.

Use of the term in North America became popular (and necessary) after the introduction of compacts by the US "Big Three" for the 1960 model year, and then a few years later the introduction of what became known as mid sized cars. While length and wheelbase varied (increasing over time) being considered full sized required a width as close as practical to the 80 inch width limit over which the federal government required vehicles to have clearance lights. The term was most correctly applied to cars close to the width limit carrying nameplates of "The Low Priced Three", Chevrolet, Ford, and Plymouth.

Manufacturers hoped their slightly more expensive brands such as Pontiac, Mercury, and Dodge, would be perceived by the public as more desirable than a full sized car even in situations where they weren't any larger. But while the difference between a full sized car, a basic large Chevrolet, Ford, or Plymouth, and a luxury car such as Cadillac, Lincoln, or Imperial, was clear, both manufacturers and consumers had difficulty classifying those in between, such as large Pontiacs, Mercurys, or Dodges. Manufacturers contributed to the lack of distinction by reaching into the lower price ranges with what had previously been considered medium priced brands.

For 1977, General Motors downsized its full-sized (and higher priced) cars, with overall width cut from approximately 80 inches to the mid-70 inch range. Chevrolet, Pontiac, and the less expensive Oldsmobile and Buick models had a 116 inch wheel base. More expensive Oldsmobile and Buick models, plus the Cadillac had a 119 inch wheelbase but no more width. The cars sold less well than the 1976 models. GM and Chrysler downsized for 1979, Chrysler even building its downsized car on a modified version of its long running mid size platform, which was comparable in size to the new platforms designed by GM and Ford. By this time, a huge increase in gasoline prices had made it difficult to sell any large cars, downsized or not. Chrysler had the huge misfortune of introducing two consecutive new designs of its largest cars, in 1974 and 1979, during times when gasoline prices suddenly increased.

EPA interior and trunk volume categories for the most part resulted in mid size, full size, and luxury cars common in the mid 70s all being classified as large cars. The 80s Plymouth Gran Fury, Dodge Diplomat, and Chrysler Fifth Avenue, classified as large cars at the time, were derived from the Dodge Aspen and Plymouth Volare, originally marketed as compacts.

While many modern cars are referred to as full size, they don't qualify for the term as used in the 60s and 70s. Consumer acceptance of large SUVs approaching 80 inches in width shows interest remains in vehicles capable of three across seating with reasonable comfort, a strong point of a true full size car. A true full sized car produced with today technology, would provide this functionality with the additional advantages of better handling and fuel economy due to being lower than a large wide SUV.

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MG MGA 1500

2011-01-22T06:35:00.000-08:00

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MG MGA 1500

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MG MGA 1500

The 1489 cc engine produced 68 hp (51 kW) at first, but was soon uprated to 72 hp (54 kW). Lockheed hydraulic drum brakes were used on all wheels. A coupe version was also produced, bringing the total production of standard MGA to 58,750.

An early open car was tested by the British magazine The Motor in 1955 had a top speed of 97.8 mph (157.4 km/h) and could accelerate from 0–60 mph (97 km/h) in 16.0 seconds. A fuel consumption of 26.7 miles per imperial gallon (10.6 L/100 km; 22.2 mpg-US) was recorded. The test car cost £844 including taxes.

MG MGA 1500

MGA 1500 showing the early style rear lights. (The amber indicators are a modern addition).
Production : 1955–1959 (58,750 made)
Engine(s) : 1489 cc B-Series I4

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MG MGA

2011-01-20T07:15:00.001-08:00

MG ZT 190

MG MGA

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MG MGA

The MGA is a sports car produced by MG division of the British Motor Corporation from 1955 to 1962.

The MGA 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. It was replaced by the MGB when 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.

MG MGA

Manufacturer MG Cars
Production : 1955-1962 (101,081 made)
Assembly : Abingdon, England
Predecessor : MG TF
Successor : MGB
Class : Sports Car
Body style(s) : 2-door roadster, 2-door coupe
Layout : FR layout
Wheelbase : 94 in (2388 mm)
Length : 156 in (3962 mm)
Width : 58 in (1473 mm)
Height : 50 in (1270 mm)
Curb weight : 1988 pounds (902 kg)

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MG KN Magnette

2011-01-19T09:59:00.001-08:00

MG ZT 190

MG KN Magnette

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MG KN Magnette

The MG KN Magnette was produced by the MG Car company between 1933 and 1934 and 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 coupe 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.

MG KN Magnette

Manufacturer MG Car Company
Production : 1933-1934 (201 made)
Successor : MG VA
Body style(s) : 4 door coupe
Engine(s) : 1271 cc Straight-6
Transmission(s) : 4 speed manual
Wheelbase : 108 inches (2743 mm)
Length : 154 inches (3924 mm)
Width : 59 inches (1499 mm)

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MG SA Saloon

2011-01-09T23:54:00.001-08:00

MG ZT 190

MG SA Saloon

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MG SA Saloon

The MG SA or MG 2-litre was a Sports Saloon produced by the MG Car company from 1936 to 1939. 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. Drive 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.

MG SA Saloon

Manufacturer MG Car Company
Production : 1936-1939 (2739 made)
Predecessor : MG KN Magnette
Successor : MG WA
Body style(s) : 4 door saloon (4 seat tourer) (drophead coupe)
Engine(s) : 2288 or 2322 cc Straight-6
Wheelbase : 123 inches (3124 mm)
Length : 193 inches (4902 mm)
Width : 66.5 inches (1689 mm)

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MG WA Saloon

2011-01-08T23:57:00.001-08:00

MG ZT 160

MG WA Saloon

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MG ZT 160

MG WA Saloon

The MG WA was a Sports Saloon produced by the MG Car company between 1938 to 1939 and 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 coupe 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.

MG WA Saloon

Manufacturer MG Car Company
Production : 1938-1939 (369 made)
Predecessor : MG SA Saloon
Body style(s) : 4 door saloon (4 seat tourer) (drophead coupe)
Engine(s) : 2561 cc Straight-6
Wheelbase : 123 inches (3124 mm)
Length : 194 inches (4928 mm)
Width : 67 inches (1702 mm)

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MG Y-type Saloon

2010-12-31T21:31:00.001-08:00

MG ZT 190

MG Y-type Saloon

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MG Y-type Saloon

The MG Y-type was a small saloon car built by the MG Car Company between 1947 and 1953.

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".

Development and Launch

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.

Body and Chassis

Gerald Palmer was responsible for body styling and, in essence he took a Morris Eight Series E four-door bodyshell in pressed steel, added a swept tail and rear wings, and also a front-end MG identity in the shape of their well-known upright grille. The MG 1 1/4 Litre Saloon would retain the traditional feature of separately mounted headlights at a time when Morris was integrating headlamps into the front wing and it was also to have a separate chassis under this pressed-steel bodywork, even though the trend in the industry was towards 'unitary construction'.

The car featured an independent front suspension layout designed by Gerald Palmer and Jack Daniels (an MG draughtsman). Independent front suspension was very much the latest technology at the time and the "Y" Type became the first Nuffield product and one of the first British production cars with this feature. The separate chassis facilitated the 'Jackall System', which consisted of four hydraulically-activated rams that were bolted to the chassis, two at the front and two at the rear. The jacks were connected to a Jackall Pump on the bulkhead that enabled the front, the back, or the entire car to be raised to facilitate a wheel change.

Engine

The power unit was a single carburettor version of the 1,250 cc engine used in the latest "TB" Midget. This engine, the XPAG, went on to power both the "TC" & "TD" Midgets. The MG Y-Type saloon developed 46 bhp at 4,800 rpm, with 58.5 lb ft of torque at 2,400 rpm, the YT Tourer (with the higher lift camshaft and twin carburettors) develop 54 bhp (40 kW). With the exception of only the Rover Ten, which managed 2 additional bhp, the "Y" Type had more power than other British saloons of similar size. Indeed at the time many manufacturers were still producing side valve engines.

Interior

The MG Y-Type had an extremely high standard of interior furnishing and finish, in accordance with the best British traditions. The facing surfaces of all seats were leather, as were the door pockets. The rear of the front seats were made from Rexine, a form of leathercloth, which matched the leather fronts, as were the door panels themselves. A roller blind was fitted to the rear window as an anti-dazzle mechanism (not a privacy screen as many think).

Considerable use of wood was made in the internal trim of the Y-Type, where it was a major feature of the inside finish. Door windows, front and rear screens were framed in burl walnut, and the instrument panel was set in a bookmatched veneer panel offsetting the glove box in front of the passenger.

The Instruments themselves, a speedometer (and clock) and a three-gauge cluster of oil pressure, fuel and charging (amps), were cleverly placed behind octagonal chrome frames. A subtle carry through of the MG badge theme that was to be replicated later in the MG TF.

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MG VA Saloon

2010-12-31T20:32:00.001-08:00

MG ZT 190

MG VA Saloon

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MG ZT 190

MG VA Saloon

The MG VA, or MG 1.5 Litre as it was originally marketed, was produced by the MG Car company between February 1937 and September 1939 and 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. Drive 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.

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Sports Sedan

2010-12-31T20:23:00.000-08:00

MG ZT 190

Sports Sedan

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Sports Sedan

A Sports Sedan or a Sports Saloon is a descriptive term applied to a sedan automobile that is designed to look and feel "sporty", offering the motorist more connection with the driving experience, while providing the comfort and amenities expected of a luxury sedan. A wider definition that includes related coupé, convertibles, crossovers is known as sport luxury. Most vehicles in this category overlap with the compact executive car and executive car classifications, while the sporty small family sedans are called sport compacts (mostly used in North America).

History

The term was originally introduced in the 1930s and applied to lighter, more streamlined closed body coachwork fitted by car makers. Rover, for example, had Sports Saloon versions of several of their models.

It was later applied by manufacturers to special versions of their vehicles that allowed them to enter production cars in motor races with extra modifications not normally permitted by the regulations. Such regulations required cars to be homologated typically by selling them in minimum numbers to the public. Some of the earlier examples were the Alfa Romeo 1900, Triumph Dolomite and Lotus Cortina.

Traditionally Sports Sedans have a manual transmission and tachometer in order to provide that "sports look and feel" and are rear wheel drive, have good handling characteristics, and adequate power. Because of the US move to automatic transmission and front wheel drive these types are now also to be found in the Sport Sedan category. Recent Sport Sedans such as the latest iterations of the BMW M5 and BMW M3 had implemented semi-automatic transmissions.

Concept

The term "Sport Sedan" is not an absolute term, rather it is relative.

In North America, most luxury import sedans are often considered "Sport Sedans" because of their higher performance, handling, and expensive available amenities relative to that of mass market cars. There is some price overlapping, for instance as an entry-level BMW 328i has a similar (manufacturer's) suggested retail price to a Toyota Camry XLE V6.

The term "Sport Sedan" also came into being, when comparing luxury import sedans (i.e. BMW, Audi, and Mercedes-Benz), which were smaller cars popular with young buyers that focused on performance and handling, to domestic luxury marques such as Cadillac and Lincoln, for older customers and which emphasized size and comfort. In the 1980s and 1990s, the change in consumer demographics towards smaller and sportier luxury cars, along with Japanese luxury brands, led to a decline in the prestige of domestic luxury marques, whose chief offerings were the Cadillac DeVille and Lincoln Town Car. However, since the 2000s, Cadillac and Lincoln have begun producing competitive models such as the Cadillac CTS and Lincoln LS. Buick was retained as General Motors's traditional luxury brand and emphasized comfort and amenities instead of driving experience.

Luxury performance sedans sold in North American have a smaller range of engines, tending towards the high-powered side, compared to their European lineups. For instance Mercedes-Benz advertises all of the 2009 US/Canadian models of the Mercedes-Benz C-Class as a "Sport Sedan", not just the high-performance C63 AMG. In Europe, however, where most of these marques are produced domestically, only the top-performing models are known as Sport Sedans.

In the midsize sedan category in North America, the 2008 Nissan Altima has been described as the sportiest in its classification, compared to the Honda Accord or Toyota Camry. The first-generation Mazda6 and Mazda3 were also known as Sport Sedans as well, when tested against other vehicles in their size class.

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MG R-Type Midget

2010-12-30T11:35:00.001-08:00

MG ZT 190

MG R-Type Midget

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MG R-Type Midget

The MG R-Type Midget was produced by the MG Car company in 1935. It 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.

MG R-Type Midget

Manufacturer MG Car Company
Production : 1935 (10 made)
Predecessor : MG Q-Type Midget
Class : FR layout (competition car)
Body style(s) : single seat
Engine(s) : 746 cc supercharged Straight-4
Curb weight : 1400 pounds (620 kg)

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MG Q-type Midget

2010-12-30T11:03:00.001-08:00

MG ZT 180

MG Q-type Midget

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MG ZT 180

MG Q-type Midget

The MG Q-Type Midget (sometimes referred to as the QA) was a racing car produced by the MG Car company in 1934. 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 (3.3 in) to 71 mm (2.8 in). 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 (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).

MG Q-Type Midget

Manufacturer MG Car Company
Production : 1934 (8 made)
Predecessor : none
Successor : MG R-Type Midget
Class : Racing car
Body style(s) : open single or two seat
Engine(s) : 746 cc four cylinder, overhead cam, supercharged.
Transmission(s) : four speed preselector
Wheelbase : 94 in (2,388 mm)
Length : 143 in (3,632 mm)
Width : 53 in (1,346 mm)

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MG P-type Midget

2010-12-30T10:32:00.001-08:00

MG ZT 190

MG P-type Midget

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MG P-type Midget

The MG P-type Midget was produced by the MG Car company from 1934 to 1936. This 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 first version, the PA used an 847 cc engine similar to the one on the J-Type but now with a 3 bearing crankshaft, larger camshaft and twin SU carburettors. It produced 36 bhp (27 kW) at 5,500 rpm.

The PB produced from 1935 had a bigger 939 cc engine made by enlarging the bore from 57 to 60 mm and this increased the output to 43 bhp (32 kW). Externally the versions are very similar, the main difference being the radiator grille, where the PA has a honeycomb and the PB has vertical slats. The other obvious difference is in the design and material of the standard dashboard.

There was also a racing version, the MG PA Race 6, with a 6-cylinder inline engine. The smaller engine had 1272 cc, which delivered 72 bhp (54 kW). Furthermore, there was a 1.4-liter engine with supercharging, which increased the output to 170 bhp (127 kW). This brought the car to 220 km/h (137 mph).

2,000 of the PA and 526 of the PB were made. In 1935 a PA open two seater cost £222.

MG P-type Midget

Manufacturer MG Car Company
Production : 1934-1936 (2500 made)
Predecessor : MG J-type Midget
Successor : TA
Class : Sports Car
Body style(s) : 2-door roadster (Airline coupé)
Wheelbase : 87.25 in (2216 mm)
Length : 131 in (3327 mm)
Width : 52.5 in (1334 mm)

MG PA

Production : 1934-1935 (2000 made)
Body style(s) : 2 and 4-seat open tourer (Foursome Coupé)
Engine(s) : 847 cc In-line 4

MG PB

Production : 1935-1936 (526 made)
Body style(s) : 2 and 4-seat open tourer
Engine(s) : 939 cc In-line 4

Related : MG Rover Group
Related : British Motor Corporation

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MG N-type Magnette

2010-12-29T23:50:00.001-08:00

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MG N-Type Magnette

The MG N-Type Magnette was produced by the MG Car company from October 1934 to 1936. The car was developed from the K-type and L-type but had a new chassis that broke away in design from 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.

NA

The engine 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 carburettors 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.

NB

The NB, announced in 1935, 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 Airline Coupé body was still available as well.

ND

The ND 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.

NE

The NE 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.

MG N-Type Magnette

Manufacturer MG Car Company
Production : 1934-1936 (745 built)
Predecessor : MG L-type Magna and MG K-type Magnette
Successor : none
Class : Sports Car
Engine(s) : 1271 cc In-line 6
Transmission(s) : 4 speed manual

MG NA

Production : 1934-1935
Body style(s) : 2 and 4-seat open tourer (Foursome Coupé)
Engine(s) : 1271 cc In-line 6

MG NB

Production : 1935-1936
Body style(s) : 2 and 4-seat open tourer
Engine(s) : 1271 cc In-line 6

MG ND

Production : 1934 [40 (approx) built]
Body style(s) : 2-seat open tourer
Engine(s) : 1271 cc In-line 6

MG NE

Production : 1934 (7 built)
Body style(s) : 2-seat competition car
Engine(s) : 1271 cc In-line 6

Related : MG Rover Group
Related : British Motor Corporation

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MG L-type Magna

2010-12-28T03:58:00.001-08:00

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MG L-type Magna

The MG L-type Magna was produced by the MG Car company in 1933 and 1934.

This 2 door Sports Car 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-synchromesh 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 L1 was the four seat, coupé and saloon version and the L2 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.

MG L-type Magna

Manufacturer MG Car Company
Production : 1933-1934 (576 made)
Predecessor : MG F-Type Magna
Successor : MG N-Type Magnette
Class : Sports Car
Engine(s) : 1087 cc Straight-6

MG L1 "Magna"

Production : 1933-1934 (486 made)
Body style(s) : 4 seat roadster (Continental coupé, Salonette)

MG L2 "Magna"

Production : 1933-1934 (90 made)
Body style(s) : 2 seat roadster

Related : MG Rover Group
Related : British Motor Corporation

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MG K-type Magnette

2010-12-28T03:03:00.001-08:00

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MG K-type Magnette

The MG K-type Magnette was produced by the MG Car company from October 1932 to 1934.

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 track rod which was claimed to reduce kick back 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-synchromesh gearbox or ENV made pre-selector type.

All the road cars were capable of reaching 75 mph (121 km/h).

K1

This was the original K having the long chassis and was first shown with the saloon body, KA engine and pre-selector gearbox all costing £445, quite expensive at the time. It was soon joined by a tourer with KB engine and manual gearbox. Later the saloon could also be had with KD engine and pre-selector.

54 K1s with KA engines, 74 with KB engines and 53 with KDs were made. Not many of the saloons were sold and surplus bodies/chassis were later fitted with MG "N" type engines and sold as the MG KN Magnette.

K2

The K2 was the open 2 seater and so had the shorter chassis. It had at first the KB engine and manual box but later cars could have the KD with pre-selector.

16 were made with KB engines and a further 4 with KD engines.

K3

The K3 was the racing variant and used the short chassis. The KC engine at first used a Powerplus supercharger replaced later by a Marshall made one. They were prominently mounted in front of the engine below the radiator. Pre-selector gearboxes were used. They were successfully raced in 1933, winning the 1100 cc class in the Mille Miglia and scoring an outright vistory in the Ulster RAC Tourist Trophy (TT) race where the car was driven by Tazio Nuvolari. Only 33 were made and as well as the works cars they could be bought for £795 but subsequently quite a few replicas have been made often from the K1 and K2 models.

MG K-type Magnette

Manufacturer MG Car Company
Production : 1932-1934 (approx 250 units)
Predecessor : MG F-Type Magna
Successor : MG N-Type Magnette
Class : Sports Car (Racing car)

MG K1

Production : 1932-1934 (181 units)
Body style(s) : 4 seat open tourer 4-door pillarless saloon
Engine(s) : Straight-6 1087 cc

MG K2

Production : 1933-1934 (20 units)
Body style(s) : 2 seat open tourer
Engine(s) : 1087/1271 cc n-line 6

MG K3

Production : 1933-1934 (33 units)
Body style(s) : 2 seat sports/racer
Engine(s) : 1087 cc In-line 6 (supercharged)

Related : MG Rover Group
Related : British Motor Corporation

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MG J-type Midget

2010-12-28T00:23:00.001-08:00

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MG J-type Midget

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MG J-type Midget

The MG J-type was produced by the MG Car company from 1932 to 1934. This 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 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.

J1

The J1 was the four seat car in the range. The engine was the 847 cc unit previously seen in the C-type with twin SU carburetors giving 36 bhp. The car cost £220 in open and £225 in Salonette form.

J2

The J2 was the commonest car in the range and was a road going 2 seater. Early cars had cycle wings but these were replaced in 1933 by the full length type that was typical of all sports MGs up to the 1950's TF. The top speed of a standard car was 65 mph but a specially prepared one tested by The Autocar magazine reached 82 mph. The car cost £199.

There were a few serious failings of the J2, most seriously that it only had a two bearing crank shaft which will break if over-revved. The overhead camshaft drive is by a vertical shaft through bevel gears, a shaft which also forms the armature of the dynamo. Any oil leak from the cambox seal goes into the dynamo brushgear and likely a fire.

Another problem was that it was not fitted with hydraulic brakes, but had Bowden cables to each drum. These require no more pedal force than any other non-power-assisted drum brake, provided that they're well maintained and aren't sloppy or stretchy. The drums themselves are small and even in period it was a common modification to replaced them with larger drums from later models.

The non-syncromesh gearbox takes some getting used to, as for any car of this period, but with its short gear stick it becomes second nature to double de-clutch and rare to grind the gears.

J3

The J3 was a racing version with the engine capacity reduced to 746 cc by shortening the stroke from 83 to 73 mm and fitted with a Powerplus supercharger. The smaller engine capacity was to allow the car to compete in 750 cc class racing events. Larger brakes from the L-type were fitted.

J4

The J4 was a pure racing version with light weight body work and the J3 engine but using more boost from the supercharger to obtain 72 bhp.

MG J-type Midget

Manufacturer MG Car Company
Production : 1932-1934 (2494 made)
Predecessor : MG C-type Midget and MG D-type Midget
Successor : MG P-type Midget
Class : Sports Car
Body style(s) : 2-door roadster (Salonette)

MG J1

Production : 1932-1933 (380 made)
Engine(s) : 847 cc Straight-4

MG J2

Production : 1932-1934 (2083 made)
Engine(s) : 847 cc Straight-4

MG J3

Production : 1932-1933 (22 made)
Engine(s) : 746 cc Straight-4

MG J4

Production : 1932-1933 (9 made)
Engine(s) : 746 cc Straight-4

Related : MG Rover Group
Related : British Motor Corporation

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MG F-type Magna

2010-12-26T20:40:00.001-08:00

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MG F-type Magna

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MG F-type Magna

The MG F-type Magna was a six cylinder engined car produced by the MG Car company from October 1931 to 1932. It was also known as the MG 12/70.

Looking for a car to fill the gap between the M-type Midget and the MG 18/80, MG turned to another of the engines that had become available from William Morris's acquisition of Wolseley. This was 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. Drive was to the rear wheels through a four speed non-synchromesh gearbox of ENV manufacture. The chassis was a 10-inch (250 mm) longer version of the one from the MG 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.

F

The original F was restricted by only having 8 inch (200 mm) brake drums which with its 4 seat bodies was not really adequate. Many F1 cars have subsequently been fitted with the larger F2 brakes.

The four seat tourer cost £250 and the Foursome coupé cost £289.

F2

Introduced in late 1932 the F2 was the open 2 seater car in the range. It also got much needed enhanced braking by fitting larger 12 inch (300 mm) drums all round. The body with straight topped doors came from the J-type Midget.

F3

The F3, also introduced in 1932, used the same brakes as the F2 but had the 4 seater tourer and Foursome Coupé bodies fitted. The engine cooling was improved by changing the cooling water flow.

MG F-type Magna

Manufacturer MG Car Company
Production : 1931-1932 (1250 built)
Predecessor : none
Successor : MG L-type Magna
Class : Sports Car

MG F1

Production : 1931-1932 (1250 built)
Body style(s) : 4-seat open tourer (Foursome Coupé)
Engine(s) : 1271 cc In-line 6

MG F2

Production : 1932
Body style(s) : 2 seat open tourer
Engine(s) : 1271 cc In-line 6

MG F3

Production : 1932
Body style(s) : 4-seat open tourer (Foursome Coupé)
Engine(s) : 1271 cc In-line 6

Related : MG Rover Group
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MG D-type Midget

2010-12-26T19:14:00.001-08:00

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MG D-type Midget

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MG D-type Midget

The MG D-type Midget was produced by the MG Car company in 1931 and 1932. It 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 car used the M-type 847 cc engine that was derived from the overhead camshaft engine from the 1928 Morris Minor and Wolseley 10 with a single SU carburettor producing 27 bhp (20 kW) at 4500 rpm. Drive was to the rear wheels through a three speed non-synchromesh gearbox with a four speed gearbox was an option on later cars. The chassis came from the C-type and took the form of a ladder frame with tubular cross members and passed under the rear axle. The suspension used half elliptic springs and Hartford friction shock absorbers with rigid front and rear axles and centre lock wire wheels, the brakes were cable operated with eight inch (203 mm) drums. At 84 inches (2134 mm), 86 inches (2184 mm) after the first 100 cars, the wheelbase was longer than the C-Type to cater for the larger body, but the track remained the same at 42 inches (1067 mm).

In spite of its looks the car was not very fast, 60 mph (97 km/h) being just possible in the tourer, the body being really too much for the small engine. The cars are quite rare today, many having been converted into C-Type replicas. At the same time as the D-type was being made MG was also offering the 6 cylinder 1271 cc F-Type and externally the two are virtually identical. The extra power of the F-type made it a much better car and it proved a bigger seller.

MG D-type Midget

Manufacturer MG Car Company
Production : 1931-1932 (250 made)
Predecessor : MG M-type Midget
Successor : MG J-type Midget
Class : FR layout Sports Car
Body style(s) : four seat roadster
Engine(s) : 847 cc In-line 4

Related : MG Rover Group
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MG C-type Midget

2010-12-26T11:07:00.001-08:00

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MG C-type Midget

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MG C-type Midget

The MG C-type was produced by the MG Car company from 1931 to 1932. It 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 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 with a single SU carburettor and a new crankshaft producing 44 bhp (33 kW) at 6400 rpm. It could from 1932 be had with the crossflow head to be seen later on the MG J-type and a Powerplus supercharger version was also available with 52.4 bhp (39.1 kW) at 6500 rpm. Drive was to the rear wheels through a four speed non-synchromesh gearbox. The chassis was new and took the form of a ladder frame with tubular cross members and passed under the rear axle. The suspension used half elliptic springs and Hartford friction shock absorbers with rigid front and rear axles and centre lock wire wheels. The car had a wheelbase of 81 inches (2057 mm) and a track of 42 inches (1067 mm).

The body, which had no doors, was metal over an ash frame and had a pointed tail which held the spare wheel and cycle type front wings. Later cars had a more conventional rear with a slab type fuel tank. The exhaust pipe was routed outside the car and finished with a spectacular fishtail. The record breaking cars had a streamlined cowl over the radiator but this was not usually fitted to later cars as it could cause overheating unless high speeds were maintained.

The standard car initially cost £295 or £345 for the supercharged version rising to £490 and £575 by the end of production.

As well as the Montlhéry record, C-Types were used in many other competition events including a works team of fourteen cars entered in the 1931 Double Twelve event at Brooklands where they took the first five places.

MG C-type Midget

Manufacturer MG Car Company
Production : 1931-1932 (43 made)
Predecessor : none
Successor : MG Q-type
Class : FR layout Sports Car
Body style(s) : competition car
Engine(s) : 746 cc In-line 4

Related : MG Rover Group
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MG M-type Midget

2010-12-25T11:55:00.001-08:00

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MG M-type Midget

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MG M-type Midget

The MG M-type was produced by the MG Car company from April 1929 to 1932. It was sometimes referred to as the 8/33. 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 carburettor giving 20 bhp (15 kW) at 4000 rpm. Drive was to the rear wheels through a three speed non-synchromesh 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.

MG M-type Midget

Manufacturer MG Car Company
Production : 1929–1932 (3235)
Predecessor : none
Successor : MG J-type
Class : Sports Car
Body style(s) : 2-door Roadster Coupe

Related : MG Rover Group
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MG 14/40

2010-12-25T11:22:00.001-08:00

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MG 14/40

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MG 14/40

The MG 14/40 or 14/40 Mark IV was a car made by the MG Car company and launched in 1927. It 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.

MG 14/40

Manufacturer MG Car Company
Production : 1927–1929 (700 approx)
Predecessor : MG 14/28
Successor : MG 18/80
Class : Sports Car
Body style(s) : 2-door, 2 and 4 seater open tourer 2 door coupé (Salonette) 4-door saloon
Engine(s) : 1802 cc four cylinder, side valve.
Transmission(s) : three speed manual
Wheelbase : 106 inches (2705 mm)
Length : 150 inches (3810 mm)

Related : MG Rover Group
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MG 14/28

2010-12-25T10:46:00.001-08:00

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MG 14/28

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MG 14/28

The MG 14/28 Super Sports was the first car produced by the MG Car company and launched in 1924. It was replaced by the very similar 14/40 in 1927. 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.

Related : MG Rover Group
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MG T-type

2010-12-24T07:15:00.001-08:00

MG ZT 190

MG T-type

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MG ZT 190

MG T-type

The MG T series of cars (including the TA, TB, TC, TD, and TF) was a basic body-on-frame convertible Sports Car produced from 1936 through to 1955. It was replaced by the MGA.

TA

The MG TA replaced the PB in 1936. It was an evolution of the previous car and was 3 inches (76 mm) wider in its track at 45 inches (1,100 mm) and 7 inches (180 mm) longer in its wheelbase at 94 inches (2,400 mm). 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 carburettors, modified camshaft and manifolding. The engine displaced just 1292 cc, with a stroke of 102 mm (4.0 in) and a bore of 63.5 mm (2.5 in) and power output was 50 hp (40.3 kW) at 4,500 rpm. The four speed manual 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 3,000 were made and in 1936 it cost £222 on the home market.

TB

The TA was replaced by the TB in May 1939 with the fitting of a smaller but more modern XPAG engine as fitted to the Morris 10 but in a higher tuned state and like the TA with twin SU carburettors. This 1250 cc I4 unit featured a slightly less-undersquare 66.6 mm (2.6 in) bore and 90 mm (3.5 in) 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.

TC

The TC was the first postwar M.G., 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. Exactly 10,000 production versions were produced, from Sept. 1945 (chassis # TC0251) to Nov. 1949 (chassis # TC10252), a larger number than any previous M.G. model. It cost £527 on the home market in 1947.

TD

he 1950 TD 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.

TF and TF 1500

The TF was essentially a stop-gap car to keep production going until the new MGA could be approved for production by the BMC hierarchy which did not want a car that would compete with the newly-announced Austin-Healey. The TF launched in 1953 was a facelifted TD, fitted with the TD Mark II engine, a sloping radiator grille and the headlights in the wings. The external radiator cap was now a dummy as a pressurised cooling 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 (2.8 in) giving 63 bhp (47 kW) at 5,000 rpm and the car was designated the "TF1500".

Production ended on 4 April 1955 after 9,602 TFs were made, including two prototypes and 3,400 TF1500s. The TF was superseded by the MGA.

The TF name was reused in 2002 on the mid-engined MG TF sports car.

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Related : MG T-type From Wikipedia, the free encyclopedia, MG ZT 190 Cars

MG Motor UK

2010-12-24T04:51:00.000-08:00

MG ZT 190

MG Motor UK

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MG ZT 190

MG Motor UK

MG Motor UK is a company founded in the United Kingdom to assemble and sell Sports Car under the MG marque. It is based in Longbridge, Birmingham.

History

MG Motor UK Ltd was founded in 12 April 2006 as NAC MG UK Limited by the Nanjing Automobile Corporation (NAC). Following the collapse of MG Rover in 2005, NAC had acquired Rover's Longbridge plant, and the rights to use the MG marque.

Assembly of cars re-started at Longbridge in August 2008, with production of the MG TF LE500.

In 2007 NAC merged with the Shanghai Automotive Industry Corporation (SAIC), and in early 2009 NAC MG UK was renamed as MG Motor UK Limited.

Cars

The MG range was relaunched in Britain during 2008. An updated MG TF models produced in a limited edition of 500, called the TF LE500, was assembled at the Longbridge plant by NAC MG UK. This was followed by a TF 135 models and a further limited edition TF 85th Anniversary, of which only 50 were produced.

Production of the TF at Longbridge was suspended again in October 2009.

The MG 6 hatchback variant of the Roewe 550 was announced in April 2009. Already in production in China, it is expected that this model will be assembled at Longbridge from 2011.

Other models sold in China under the MG brand include:

* 3SW - a five door hatchback based on the Rover Streetwise
* 7 - four door sedan based on the Rover 75 and MG ZT models

The company also plan to launch a model called the MG Zero - a small hatchback similar in size to the earlier Rover 25/ZR and Austin Metro - which is based on a concept called the Roewe N1.

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Sports Car

2010-12-24T03:52:00.000-08:00

MG ZT 190

Sports Car

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MG ZT 190

Sports Car

A Sports Car has been defined as "an open, low-built, fast motor car." Sports Cars have been either spartan or luxurious, but driving and mechanical performance is requisite. A Sports car does not require a large, powerful engine, though many do have them. Many classic British Sports cars lacked powerful engines, but were known for exceptional handling due to light weight; a well-engineered, balanced chassis; and modern suspension (for example, Lotus Seven, Austin 7 Speedy).

Early history

The Sports car traces its roots to early 20th century touring cars. These raced in early rallys, such as the Herkomer Cup, Prinz Heinrich Fahrt, and Monte Carlo.

The first true Sports cars (though the term would not be coined until after World War One) were the 3 litre made in 1910 Vauxhall 20 hp (15 kW) and 27/80PS Austro-Daimler (designed by Ferdinand Porsche).

These would shortly be joined by the French DFP (which became sporters after tuning by H.M. and W. O. Bentley) and the Rolls-Royce Silver Ghost. In the U.S. (where the type was variously called roadster, speedster, runabout, or raceabout, there was Apperson, Kissel, Marion, Midland, National, Overland, Stoddard-Dayton, and Thomas among small models (which today would be called Sports cars), while Chadwick, Mercer, Stutz, and Simplex were among large ones (which might today be called sports sedans or grand tourers).

In 1921, Ballot premiered its 2LS, with a remarkable 75 hp (56 kW) DOHC two liter, designed by Ernest Henry (formerly of Peugeot's Grand Prix program), capable of 150 km/h (90 mph); at most, one hundred were built in four years. This was followed by the SOHC 2LT and 2LTS. The same year, Benz built a supercharged 28/95PS four for the Coppa Florio; Max Sailer won.

Simson in 1924 offered a Paul Henze-designed 60 hp (45 kW) DOHC 2 liter four, the Simson Supra Type S, in a long-wheelbase 120 km/h (60 mph) tourer and 115 km/h (71 mph) twin-carburettor sporter; only thirty were sold, against around three hundred of the SOHC model and 750 of the pushrod-six Type R. Duerkopp's Zoller-blown two liter in 1924, as well.

There was a clear cleavage by 1925. As four-seaters were more profitable, two-seaters increasingly turned over to specialst manufacturers, led by Alvis, Aston-Martin, and Frazer-Nash, with shoestring budgets, fanatic followers, and limited sales (today exemplified by Aston and Morgan): between 1921 and 1939, 350 Astons were built; 323 Frazer-Nashes in the period 1924-39.

By the end of the 1920s, AC produced a 2 liter six, the 3.5 liter Nazzaro had a three-valve OHC (only until 1922), while French makers Amilcar, Bignan, Hispano-Suiza, and Samson had the typical small four-cylinder sporters and Delage, Hotchkiss, and Chenard-Walcker the large tourers. Benz introduced the powerful SS and SSK, and Alfa Romeo, the Vittorio Jano-designed 6C.

Two companies would offer the first really reliable Sports cars: Austin with the Seven and Morris Garages (MG) with the Midget. The Seven would quickly be "rodded" by numerous companies (as the Type 1 would be a generation later), including Bassett and Dingle (Hammersmith, London); in 1928, a Cozette blower was fitted to the Seven Super Sports, while Cecil Kimber fitted an 847 cc Minor engine, and sold more Midgets in the first year than MG's entire previous production.

Layout

The drive train and engine layout significantly influences the handling characteristics of an automobile, and is crucially important in the design of a Sports car.

The front-engine, rear-wheel drive layout (FR) is common to Sports cars of any era and has survived longer in Sports cars than in mainstream automobiles. Examples include the Caterham 7, Mazda MX-5, and the Chevrolet Corvette. More specifically, many such Sports cars have a FMR layout, with the centre of mass of the engine between the front axle and the firewall.

In search of improved handling and weight distribution, other layouts are sometimes used. The RMR layout is commonly found only in Sports cars—the motor is centre-mounted in the chassis (closer to and behind the driver), and powers only the rear wheels. Some high-performance Sports car manufacturers, such as Ferrari and Lamborghini prefer this layout.

Porsche is one of the few remaining manufacturers using the rear-engine, rear-wheel drive layout (RR). The motor's distributed weight across the wheels, in a Porsche 911, provides excellent traction, but the significant mass behind the rear wheels makes it more prone to oversteer in some situations. Porsche has continuously refined the design and in recent years added electronic driving aids (i.e. computerised traction-stability control) to counteract these inherent design shortcomings.

Some sport cars have used the front-engine, front-wheel drive layout (FF), e.g. Fiat Barchetta, Saab Sonett and Berkeley cars. This layout is advantageous for small, light, lower power Sports cars, as it avoids the extra weight, increased transmission power loss, and packaging problems of a long driveshaft and longitudinal engine of FR vehicles. Yet, its conservative handling effect, particularly understeer, and the fact that many drivers believe rear wheel drive is a more desirable layout for a Sports car make this layout atypical to high-performance Sports cars. The FF layout, however, is common in sport compacts and hot hatches, and cars in general (excepting Sports cars).

Before the 1980s few Sports cars used four-wheel drive, which had traditionally added a lot of weight. Although not a Sports car, the Audi Quattro proved its worth in rallying. With its improvement in traction, particularly in adverse weather conditions, four-wheel drive is no longer uncommon in high-powered Sports cars, e.g. Porsche, Lamborghini, and the Bugatti Veyron.

Seating

Some Sports cars have small back seats that are really only suitable for luggage or small children. Such a configuration is often referred to as a 2+2 (two full seats + two "occasional" seats). The more typical seating arrangement is a two-seat GT.

Over the years, some manufacturers of Sports cars have sought to increase the practicality of their vehicles by increasing the seating room. One method is to place the driver's seat in the center of the car, which allows two full-sized passenger seats on each side and slightly behind the driver. The arrangement was originally considered for the Lamborghini Miura, but abandoned as impractical because of the difficulty for the driver to enter/exit the vehicle. McLaren used the design in their F1.

Another British manufacturer, TVR, took a different approach in their Cerbera model. The interior was designed in such a way that the dashboard on the passenger side swept toward the front of the car, which allowed the passenger to sit farther forward than the driver. This gave the rear seat passenger extra room and made the arrangement suitable for three adult passengers and one child seated behind the driver. The arrangement has been referred to by the company as a 3+1. Some Matra Sports cars even had three seats squeezed next to each other.

Sports car versus sporting models

A car may be a sporting automobile without being a Sports car. Performance modifications of regular, production cars, such as sport compacts, sports sedans, muscle cars, hot hatches and the like, generally are not considered Sports cars, yet share traits common to Sports cars. They are sometimes called "Sports cars" for marketing purposes for increased advertising and promotional purposes. Performance cars of all configurations are grouped as Sports and Grand tourer cars or, occasionally, as performance cars.

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Related : Sports Car From Wikipedia, the free encyclopedia, MG ZT 190 Cars