After the Second World War, a nimble little car joined America's ponderous landcraft on our expanding roadways. Narrow, with tall wheels and the distinctly separate fenders typical of cars decades older, the MG TC was a different form of transport. But it was fun.
In a country enamored with cruising, the little MG appealed to those who appreciated the bugs, bumps and rushing wind that emphasized, rather than minimized, motion and speed. Servicemen returning from the war brought these English vehicles home and the sense of adventure the cars and their drivers projected caught on. Americans wanted more MGs and England, in need of export-generated cash, complied.
The elegant if dated TC sold more than its manufacturer could have guessed, so MG followed with slightly refined TD and TF models. By then, the 1920s-Morris-derived sports car design had evolved to its limit. The octagon brand needed a new sports car and the MGA, with its curvy, sexy lines, proved a worthy successor. Though slower than the Austin Healey 100 and 3000, and Shelby's limited production Anglo-American hybrid Cobra, the MGA sold well, laying the foundation for more MGs for years to come.
The MGB followed the A, joined by its aptly named sibling, the Midget, and its grand touring (closed car designed for long-distance motoring) embodiment, the B GT. (Note that MG is the manufacturer and A, B, TC, etc., is the model. Thus, "MG MGB," a common misnomer in classified ads, is redundant - like saying a "Ford Ford Contour.") MG also built "saloons," four-door sedans that were less sporting and more practical or luxurious, but these sold in far fewer numbers and are uncommon in the U.S. The rare MGC six-cylinder cars, and the more modern MGR V-8, are additional spins on this company's successful sports car formula.
MG, for Morris Garages, built the most familiar sports car on American roads until its assimilation into the mismanaged British Leyland conglomerate spelled its demise, along with longtime rival Triumph's death.
Today many of the thousands of MGs imported to our shores are still around, though condition varies widely. In part due to the much-maligned Lucas electrical system, MGs developed a reputation for being unreliable that is only partly deserved. Nurture shares the blame - we push these classics off to a corner over the winter or when other projects call, and then expect them to start and run like daily drivers.
They won't. Their electrical connections are not tightly sealed like modern ones, so they can corrode or come loose. Traditional brake fluid is "hygroscopic" - it absorbs water - and left sitting that moisture will create rust that freezes up calipers and other parts. Gas tanks will also rust, leaking or plugging the fuel system. Carburetors get gummed up, floats fail. Fuel pumps seize.
Regular use and maintenance will stave off virtually all of these problems, but these old cars require more attention than new ones and failure to provide it leads to checkered performance. Over the years, owners grew frustrated, sold the car, the next owner was unlikely to do everything required, and so the cycle continued. There are many MGs out there on their fifth or sixth owner.
Rising collector car values are starting to turn the tide, however. As more people regard cars as investments, they are putting money into them. The result should be more MGs that have been made to run right. Buyers should beware, however, as there will always be gussy-up-and-sell cars that have been painted and polished but not properly restored.
Anyone shopping for an MG or other collector car should have it checked out by a professional mechanic for rust or hidden structural or mechanical defects. Superb MGs can surpass $20,000, especially for rarer cars like the MGC. MGBs are available for a couple grand on up, though the cheapest cars are not reliable and sound. Midgets and the enclosed B GT are cheaper than the open B. Most parts are readily available from aftermarket suppliers and online sources like eBay, and even locally through Quality Coaches.
