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MGA

Why should i buy one?

So the MGA’s pretty body isn’t enough to convince you? Spares are a doddle, the enthusiast scene for classic MGs is unrivalled and (being TF-derived) this bridge between vintage and post-war MGs makes them unique in character. The MGA might be pretty but it’s no hairdresser special as they’re a laugh a minute with sweet handling and a fair amount of grunt. And while they’re not cheap, you get what you pay for.

What can i get?

Early A featured a 1500cc derivative of the B-series engine as found in the MG Magnette, with drum brakes all round. Later cars from 1959 onwards featured a 1600cc engine and front discs, with the Mk2 model of 1961 featuring a 1622cc engine, 1600 DeLuxe, Mk2 DeLuxe and rare Twin-Cam models used knock-off Dunlop steel wheels and all round disc brakes, like the Jag D Type. The Twin-Cam MGAs were not renowned for reliability, but their 108bhp engines meant they were among the swiftest sports cars of their era. All models were available with coupé or convertible bodies.

What are they like to drive?

With up to 90bhp from a late MkII and more from a Twin-Cam, the MGA is a fun car that’s responsive and torquey, with direct steering and a sweet gearchange although hardly rapid. The real issue with MGAs is the rear suspension; owing to its design it’s possible to cock a rear wheel and overload the other, with interesting effects on stability. Drive one carefully and it will reward you – but MGAs don’t reward rough use. There’s less scuttle shake than with the TR though, and steering with the throttle never fails to excite the typical MGA driver.

What are they like to live with?

With two of the biggest classic car clubs catering to old MGs, a capital A is an easy prospect. Spares are relatively plentiful from a number of specialists and the MGOC, and you should be able to average 25mpg. Good MGAs are not cheap to buy but prices are rising, and the venerable box of BMC bits B series meant that service items are easy and inexpensive too. As simple as they come, MGAs are easy to work on, but the amount of specialists means even hands-off motorists find ownership pretty painless.

We reckon

The MGA is one of those classics that few consider unless it’s been a lifetime ambition to own one. And that’s a shame, because they’re great looking classics and fun to drive – more so than the MGB replacement. Technically audacious with disc brakes and optional twin cam powerplants, the MGA deserves the highest praise – and now gets it.

Triumph TR2/3

Why should i buy one?

If you want your sports cars rugged and manly it doesn’t get much more so than a four-pot TR. Equalled only by the big Healeys, the TR2 and TR3 were cars for touring fast, and what they lacked in creature comforts or refinement was more than made up for by how they drove. Prices for good examples are always rising, and it’s also one of the best sportsters to compete in classic motorsport

What can i get?

Launched as the TR2 in 1953, the car used the Standard Vanguard engine, drum brakes, and a four speed manual gearbox. The similar TR3 model, featured bigger carbs, front disc brakes from ’56, restyled grill and optional overdrive. A GT package with hard top could also be specified. Neither the TR3A not TR3B names are official, but are widely used. The TR3A coincided with a facelift in 1957, with a full width radiator grill and external door handles. TR3B was a name given to the final sanction models, which ran concurrent with early TR4 production. These used the TR4 all synchro gearbox and many had the larger 2.2-litre engine – these hybrids were produced over fears that traditional buyers may not like the new squarer cut Michelotti shape.

What are they like to drive?

Make no mistake, you aren’t going to buy a TR because it’s comfortable, or because it’s fast. It isn’t. But there’s a sort of Morgan character about them with a nice gearbox, good steering and loads of torque. People overuse the cliché ‘hairychested’ when it comes to cars like this, and yet like all clichés it’s founded in truth. There is nothing dainty about a TR, unlike the MGA and it’s more in the Big Healey mould.

What are they like to live with?

Plenty of parts available from specialists such as TRGB and Rimmer Bros, so owning an early TR needn’t be a pain when it comes to maintenance. Service items are cheap, and the basic nature of the car means there really isn’t much to go wrong. Could you use one daily? Yes, but unless you’re hard core you might miss your creature comforts. Early TRs are still relatively affordable when compared to the similar Big Healey, but values are increasing all the time and that’s worth noting if you like to see your classic also as a bit of an investment.

We reckon

The early TRs established a long and successful line of sports cars for Triumph, courtesy of their simple running gear robustness and yet how much kartlike fun they were to drive, both on road and track. Alongside the Austin-Healey 100 and the MGA the TR2 and TR3 were the epitome of 1950’s British sports car motoring. Today, their raw no nonsense nature and ease of ownership make them an alternative Morgan and a hairy Healey.