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Video Great Britain 1
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Video History 1
Video History 2

Video 1955 MGA
Video 1962 MGB
Video 1945 TC
Video 1936 SA

          A B C D E F G H I J K L M N O P Q R S T U V W X Y Z


EngineIn-line four-cylinder
Engine control
Mixture preparation2 SU carburetor
Drive trainFront engine with rear drive
Front suspensionWishbone, coil springs
Rear suspensionRigid axle, leaf springs
Kerb weight900 - 972 kg
Wheelbase2.388 mm
Length3.960 mm
Width1.475 mm
Height1.270 mm
Top speed

The history of the MGA began with the end of the TF 1500 in 1955 and led over to the MGB of 1962. The MGA represented a much larger design jump to its predecessor than to its successor. In the course of its career, there was this jump even at the drive, where the possibility existed since 1958, the OHC cast iron head to replace by one with dohc from light metal. However, the block remained with threefold beared crankshaft and now had to cope with a good 1000 rpm possible higher speed level.

However, much more important the significantly more aerodynamic body for the buyers, without which also the new engine would have no chance to accelerate to 180 km/h. MG dared the leap from the TF to the MGA quasi in the second attempt, as the good number of sales of the TF declined something.The subsequent success confirmed the willingness to take risks. You see it on the first picture: More than 100,000 have been built. Never before an English car was exported to 95 percent.

The predecessor TF had not only the already attenuated, but still quite angular front section, it also has running boards. Underneath, in principle, the ladder frame of 1934 (picture below), the mainly consists of two longitudinal beams extending straight with a relatively small distance from each other. Disadvantage: You could only mount the seats on the frame. At the MGA the longitudinal beams went under the doors, so further outer. The seats have been mounted at the height of the lower edge of the longitudinal beams. As floor panels were used plywood panels.

The aerodynamic shape of the MGA was already long tested in races before its presentation, eg in Le Mans 1951. Nevertheless, it was not possible for the MG people to assert themselves within the British Motor Corporation against Austin. The Austin dominated with its Healey version. Only later the breakthrough succeeded for the new car: It was allowed to go into production.

Data of the compressor motor
Displacement (bore * stroke)1506 cm³ (73,4 mm * 88,9 mm)
Engine controldohc
ChargingShorrock compressor
Performance221 kW (300 HP) at 7300 rpm

Also the already mentioned new engine from 1958 was charged and was inserted into a chassis with very streamlined body in 1959. In the picture below you can see the MG EX181 prepared for the famous BonnevilleSalt Lake in Utah (USA). A total of 16 new records it established with Phil Hill at the steering wheel. Its top speed was found to be 410 km/h. For the series, the charging proved obviously as not so suitable. 12/13               Top of page               Index
2001-2014 Copyright programs, texts, animations, pictures: H. Huppertz - Email
Translator: Don Leslie - Email:

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