Fast Facts

• Best model: ZB Varitone
• Worst model: Anything bodged
• Budget buy: ZA
• OK for unleaded?: Needs additive or converting
• Will it fit in the garage? (mm): L 4293 x W1600
• Spares situation: Good
• Club support: Typical MG
• Appreciating asset?: Yes
• Good buy or good-bye?: Look at it as MG’s Jag Mk2

Shades of Jaguar about it, the Magnette was luxurious for its day although few cars will be in this exceptional condition

Rugged B-Series is so easy to keep sweet. MGA tune perks the saloon up notably

Classic styling looks as good as a MK2 but the MG rusts for fun and bodges rife

Open the rear door and check here for rust and fi ller. If bad walk away

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Who needs a Jag when this MG saloon offers the same style and character but for a lot less cash!

MG is best known for its sports cars as the fi rm’s saloons rarely made the grade. The Y-Type was good in its day, but seriously outdated by fi fties, and just before the 1960s, MG slipped into pensioner mode with the oldfashioned Farina derivative. What followed in the 1980s – yes we had to wait that long – were largely half-hearted attempts at making the humdrum Maestro and Montego worthy of the MG badge (turbo models accepted to be fair-ed). The last real MG saloon, in our minds, was the ZA Magnette, a car that was produced at the same time as the MK1 Jaguar. They had plenty in common, not least the fact that the new cars attracted younger buyers for each company. Jaguar, of course, made its name with the MK1 and then the MK2 during the 1960s, while the Magnette was allowed to become a bit of a standing joke against new GT upstarts from the likes of Ford, Vauxhall and even MG’s in-house rivals within BMC. But the ZA and ZB Magnettes were always highly regarded and today they make an excellent starter classic for those keen to climb the ladder to Jag MK2 ownership. Or you may even be drawn to the Magnette’s unique character and style. And why not – it’s a terrifi c car!

History

The history of the Magnette is really about its legendry designer Gerald Palmer who, having been at MG from 1937 to 1942, rejoined after WWII as chief designer. Part of the Nuffield Group and then BMC (British Motor Corporation), the MG Magnette was to become a modifi ed, badge-engineered Wolseley 4/44, which Palmer had also penned, along with contemporary Rileys. This hardly pleased the indignant MG die hards who liked their independence, but at least when the Magnette surfaced a few years after the 4/44 it had the benefi t of the new fangled twin-carb B-Series engine and not the aging 1250cc XPAG unit plus a four on the fl oor gearbox and lower, sportier stance. The ZA Magnette was unveiled at the 1953 Earls Court Motor Show, and, after initial criticism of its heritage, MG fans had to admit that the ZAwent very well indeed for a car with a modest 60bhp 1.5-litre engine, not least around corners where it was one of the best MGs yet, care of unitary construction (fi rst ever for an MG), telescopic dampers and rack and pinion steering. Despite an interval of eight years since the war, there were still material shortages in the UK and the fi rst 6500 Magnettes did not feature the advertised walnut dashboard, using a specially sprayed metal one instead. But in March 1955 along with over-riders and fog lights, the proper wood dash materialised. Initially the car ran a 4.3:1 axle ratio but, for a short while, a lower 4.875:1 fi nal drive was substituted to improve acceleration. This had the desired effect, but a top gear per 1000rpm of only 15.25 mph made the Magnette far too fussy at speed. As a result, a 4.55:1 differential was fi tted together with an uprated 68bhp engine to compensate for taller (16.32mph) gearing. There was also an automatic option called Manumatic – a clutchless semi auto which was advanced for its time. Sadly, it was also unreliable and sapped performance. Less than 500 were made and parts are equally hard to come by.

The revamped ZB followed in autumn 1956 and Varitone versions with their wider rear window and distinctive two-tone paintwork became a popular option. Almost 40,000 Magnettes were made between 1953 and 1958 when it was replaced by the horrid Austin Cambridgederived range of which a punch-pulling Motor Sport remarked “Does not fi ll the individualistic niche which cased enthusiasts to regard the ZB Magnette with such warm affection.”

Driving

The Magnette was one of the best sports saloons of its era and heaps better than the later soupedup Austin Cambridge that replaced it. The rack and pinion steering, although a little low-geared, is delightful with no slack and if the suspension is in good fettle you’ll fi nd this MG a fairly crisp GT saloon to pilot, and far, far better than many rivals of the era. With the car weighing over 1100kg and with under 70bhp in standard tune, performance was, at best, only reasonably lively and in today’s terms a 0-60mph stroll of 20-23 seconds (depending upon model) and no more than 90mph seems positively snail like. But it’s the way the Magnette goes about its business which surprises most and the characteristic low rev torque nature of the B-Series makes the MG feel brisker than it is.

However, Magnettes are inherently fussy on faster roads and overdrive wasn’t never made available nor was it easy to fi t. Somewhat easier to transfer over are disc brakes from later MGAs, but the standard drum arrangement is more than competent but only providing it has been well-maintained. As an upmarket saloon the Z cars impressed. Motor commented that the MG had a genuine air of quality about it, thanks to a cabin that could almost have been a MKII Jag with its wood, thick carpets and lots of leather.

Prices

It is reckoned that owing to rust and the Magnette’s attraction to stock car/banger racers during the 1970s and 80s under 1000 now survive. This means that a complete car is worth £1500 for the spares alone, while a roadworthy example won’t be yours for much less than £4000. However, Magnettes don’t attract big prices and top cars sell for no more than £8000 unless truly concours. When you consider how much an equivalent MkI or MkII currently goes for then the Magnette is a true bargain. As they are easy to update with later A60 and Magnette MkIII and MkIV parts, modifi ed ZA and ZBs are common and some mods certainly improve the car, but it’s up to you to decide whether such examples are worth paying extra for. They certainly shouldn’t command a higher price than a standard top-notch one.

Improvements

Thanks to its good handling the Magnette became a popular sight on the circuits during the fifties and sixties before becoming a top choice on banger racing circuits thereafter! A good overhaul of the suspension with uprated dampers and new springs will transform most of what’s out there – you can go fur ther with uprated bushes and stiffened springs if you wish but the ride will suffer. The Magnette only used drum brakes for its modest power. And again, a thorough brake ser vice with perhaps harder brake linings (Ferrodo AM4 or the softer AM8 work well) may be all that’s needed as a servo was standard. MGA discs can be easily substituted if desired. The Magnette used the evergreen B Series in 1489cc 60bhp and 68bhp guise depending upon year. Naturally this engine responds well to the usual tuning mods (gas-fl owed head, bigger carbs etc) and period tuning gear is around if you look hard enough. It’s much easier to bring the engine up to MGA tune; 72bhp originally or if you use the later 1622cc block up to 90bhp. Incidentally, the Farina Magnette engine, also 1622cc, is rated at only
68bhp while although the 1.8 MGB engine can indeed be fi tted in, it’s physically larger and so not the direct swap many envisage! Overdrive was never av a i l a b l e o n t h e Magnette and the car was always viewed as undergeared as a result. A 4.3:1 rear axle ratio from an MGA or later Farina can be fitted. Overdrive from an MGB can be grafted on, but it’s not easy. It’s possible to slot in a Ford Sierra fi ve-speed ‘box (it fi t’s the Morris Minor and the MGA with ease) and enjoy better intermediate ratios as well as a more relaxed cruising gait.

Three Of A Kind

Jaguar MKI/MKII

Surprisingly similar in style, character and indeed concept, the Jag has the advantage of a smooth straight six and more power but in 2.4 guise, it’s not that much quicker than a good Magnette, while there’s little to choose in terms of handling either. Interior space is similar, though the Jag’s cabin feels a touch classier. The leaping cat is more expensive than a similar MG and MKIs have shot up in value lately. Try one and compare with a Magnette before deciding.

Vauxhall VX4/90

Vauxhall’s sportier Victor was more MG Magnette than Cortina GT and despite the VX having a hefty 44 per cent power gain over the Victor, they were never fast cars. Luxury and comfort was the Vauxhall’s aim and it was well appointed, especially the later ‘101’ FC which also benefi ted from a limited slip differentialthat was standardised in 1966. Dirt cheap for what they offer and rare too, but parts supply can be a bind, especially body and trim gear. Buy a good complete car from the outset.

Humber Sceptre

This jazzed up Hillman Superminx has a lot in common with the MG and the VX, not least its well-appointed interior. A good sub Rover 2000 pick in the 1960s with genuine 100mph pace, the sleek looking Sceptre also benefi ted from overdrive but handling was always biased towards comfort. Later 1968 cars lost their unique body style in favour of a normal Minx shell but were best of the bunch with a lavish interior and a punchy 1725cc engine. Good value and strong club back up.