Fast Facts

• Best model: Deluxe
• Worst model: Anything bodged
• Budget buy: Any tatty car
• OK for unleaded?: No; an additive or conversion is needed
• Will it fit in the garage? (mm): L 3960 x W1470 mm
• Spares situation: Excellent, but TC bits costly
• DIY ease?: Fine, but TC needs special care
• Club support: Superb
• Appreciating asset?: Yes, more so than an MGB
• Good buy or good-bye?: Good buy and classier than an MGB

Chromework readily available but can be costly to restore

Cockpit is snug and Spartan but okay plus is easy and certainly cost effective to restore

Fickle Twin Cam now sorted but expensive to keep

B-Series more sensible bet. MGB unit a popular swap

MGA is still a popular winning racer and said to handle better than an MGB

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This evergreen 50 something is the link between pre and post-war MGs and arguably Abingdon’s best ever sports car

Combining the separate chassis of the former T Series sports cars and the contemporary all modern look which culminated with the MGB, the MGA was the perfect recipe that, for many, makes the best (and most important) MG ever and why it’s still highly regarded. If you want one then don’t delay as desirability and prices are on the up – bolstered by an increasing number of MGB owners fi nally discovering what they are missing no doubt

History

Without doubt, while MG was still on a roll after WW2 it was falling behind the times and fast. The raffi sh T Series roadsters were becoming outdated and, by in the summer of 1954, MG knew it needed an all new car – pronto! The company already had something that it knew would do the trick, the record breaking EX135 of 1951 and special-bodied TD racers. MG management planned for a quick fi x for spring 1955, although the similar looking MGA didn’t surface until that September due to production problems. Although the MGA still used principally TF-based running gear, onebenefi t of the delay was that the new fangled B-Series engine was used instead of the venerable, smaller XPAG unit. Although hardly high tech, the unit provided a useful 68bhp (very soon uprated to a worthier 72bhp). The uprated separate chassis featured widerspaced rails to allow a much lower seating position and consequently lower centre of gravity for better handling, which many still rate above the supposedly more advanced MGB. Not surprisingly the lovely looking MGA quickly found favour – and no wonder, it was a substantially better car than the TF. In 1956 a shapely coupe (care of Morris bodies) joined the range to supplement the optional fi breglass hard top. It’s become an endearing style, helped by clever use of the curved rear window of the A55 Cambridge/ Oxford to achieve a stylish windscreen. With competition in mind, the108bhp Twin Cam was launched in 1958 with a rousing 115mph top speed. The new engine, based on a strengthened B-Series block with an aluminium twin-cam head, was not dissimilar to the Jaguar XK design in numerous ways. Pre-empting the Lotus-Ford Twin Cam unit by four years, it was uncannily equal both in cubic capacity and outright power.

Actually Lotus scored an unlikely – coup over MG:durability. As wonderful as the 108bhp 1588cc B-Series unit was, (designed by Morris and not MG by the way, while Austin was developing its own rival!) it proved too fi ckle and fragile for road use; holed pistons and oil leaks resulting in large warranty claims. Fixes by MG included new design pistons, lower compression ratio, modifi ed distributors – and an urge to owners to use best quality fuels, which weren’t particularly widespread at the time. Excessive oil consumption was another bugbear plus there were faults with the tappets. Shelved after two years in 1960 after just over 2000 sales, the thoroughbred (all disc braked) Twin Cam MGA was – and still is – a stonking car when running right (silver lining was the ultra rare De-Luxe, which was essentially a Twin Cam with a conventional engine). The 80bhp MGA 1600 was launched in 1959 with front disc brakes (31,600 built). Aside from a pokier engine, the hood design was improved while the Coupes benefi ted from increased boot space. In 1961 a 1622cc (86bhp) MkII version was introduced with a higher ratio rear axle. For more details on the various MGA models see our special box out.

Driving

Is the MGA better than the later, supposedly more modern B? It’s an argument which rages on, but those in the know resolutely say the earlier car, with its separate chassis, is the better handler thanks to it’s tautness and superior dynamics. Yet despite the separate chassis, a good MGA rarely feels like an antiquated ‘fi fties’ car although the very fi rm ride may not appeal to every classic enthusiast more in a touring mood. On the other hand there are numerous modifi - cations that can improve both handling and ride. The drum brakes actually work pretty well without unduly high pedal pressures, but of course do tend to fade if used hard on today’s roads. The later disc braked cars are fi ne and it’s a modifi cation that’s well worth carrying out. The B-Series engine is so well known by now and what it lacks in pace it makes up for in guts. The smaller 1500cc and 1600cc guises are sweeter than the 1800 unit found in the MGB although performance is leisurely. Original road tests posted 0-60mph times as lengthy as 15.6 seconds while even a last of the line MK2 (80bhp) isn’t a lot swifter at under 14 seconds. Of course, pace isn’t everything with an old classic car and the sheer low speed pull of the B-Series makes the car’s performance far more respectable that you’d think, plus it’s an engine that’s easily uprated, cheaply.

In terms of practicality, the MGA is not as good as the MGB. The cockpit is smaller and even cruder, heating and ventilation is positively primitive while luggage space is restrictive, which is why so many MGAs wear a natty boot rack.

Prices

Despite over 100,000 having been built, MGAs are now a rarity and yet interest is on the up. Prices are well above a B and it can cost as much as an E-type to restore a Twin Cam, so expect few bargains. Naturally a Twin-Cam roadster will tend to fetch the most and all open cars fetch around a third more than closed models, so don’t be surprised to see prices nuding the £25,0000 for top cars and even more for true concours examples. Because of their rarity (just 521 made and few left) pristine UK MkII Coupes could command £20,000 as well. At the more affordable bracket basket cases start at around £2500 (double this at least for a TC), while nice rather than perfect cars can be bought for between £7-£10,000; properly restored examples are £18,000 when sourced from wellknown specialists depending upon condition and originality of course.

Improvements

.There’s a lot you can do the MGA to make it very usable on both road and track. For moderate road use, the usual stiffening and uprating of the suspension helps a hot while the B-Series engine is still highly tunable. The larger MGB unit can be fi tted, of course, although as it is physically larger needs a bit of graft. Overdrive ws never available for the MGA and while a B’box can be tacked on with some work, it’s far better to use the fi ve-speed unit from a Ford Sierra. A conversion costs typically £1500 and really gives the MGA a more restful gait for cruising, plus the standard Ford ratios suit the B-Series engine brilliantly and rid the car of that slogging second gear ratio. This five-speed mod, which cuts revs by a useful 20 per cent and raises the second gear ratio, is only available on the 1588cc a n d 1 6 2 2 c c engines. However, you can adapt the earlier 1.5-litre if you use a later backplate say the specialists.

Three Of A Kind

Triumph TR2/3A

Chief rival to the MGA was the TR, which had a similar production run. In standard trim it’s the quicker car and that tractor engine has bags of torque. Handling is similar to the MG although the latter has a slightly more civilised cockpit plus there’s a coupe option. Brilliant back up from specilaists and clubs mean you can’t go wrong with one of these Triumphs so it may boil down to which car you like the look of better.

Austin Healey 100/4

Perhaps the Big Healey isn’t a direct competitor to the MGA but it it has broadly similar looks and while values are higher you can buy a good one for the price of a decent MGA. Said to be even better then the six pot Healey, the 100/4 is pure British beefcake at its best. Good spares support but ropey ones will cost much more than an MGA to restore (although you can buy brand new bodies). A much roomier choice plus also a 2+ however.

Jowett Jupiter

For those who want something a little more left-fi eld than a Triumph or MG, the Jowett makes a weird and wonderful choice. However, it’s not a direct rival to the MGA because it’s a tourer and lacks performance; you need to use the revs to get the best out of its 1485cc engine. But the Jupiter is a bit more more affordable than the MGA; you can buy something nice for just £10,000. Don’t expect the same level of spares and support though…