MG J2 ‘Midget’, 1933
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Updated: 22-September-2023 15:07

MG J2 ‘Midget’, 1933

Engine sound
Sound driving
Model information
Make history

MG J2 ‘Midget’, year 1933. Colour British Racing Green combined with a beige leather interior and green carpet. Beige mohair hood-cover. This gorgeous MG J2 was extensively body-off restored by an MG specialist. This MG J2 ’Midget’ is in top condition; concours! In the process the engine and the gearbox were overhauled, the engine was given a new steel crankshaft. The wiring loom was renewed, brakes overhauled, and all the dashboard gauges were overhauled. The body was given a brand-new ash frame which was hand-made by a specialist. The bodyworks shows a perfect panel fit. A photo report of the restoration is present. This beautiful MG J2 features Brooklands ‘aero’ / racing screens, the original steering-wheel, 19-inch wire wheels, shod with Dunlop tyres, and a steel exhaust which produces a wonderful exhaust-note. A top-quality MG J2 ‘midget’!


CCF 1809 S2

The MG J2 Midget was the successor of the MG J1 Midget and was introduced in the year 1932. This little MG sports car stole the hearts of many sports car enthusiast. Steering and handling the "Midget" was fabulous. The gear change was floor mounted and the car was fitted with a four speed gearbox. Very nice detail is when you open the engine bonnet half the car opens. You have a free view in the lower section of the passenger compartment where the gearbox is located.
 Sources mentioned that the British magazine Autocar clocked the top-speed of the J2 Midget at 82 miles per hour. Many owners tried to reach the same top-speed, but that never happened the proud owners only trashed their engines. What came to light later was that the MG factory gave the Autocar test drivers a special tuned version...auch! Very desirable little MG.

Technical data

four cylinder engine
cylinder capacity: 847 cc.
carburettors: 2x S.U.
capacity: 36 bhp. at 5500 rpm.
top speed: approx. 110 km/h.
gearbox: 4-speed, manual.

MG history

MG (Morris Garage) was set up by William Morris in the year 1923 to market a more sporty line of Morris models. Morris Production Manager, Cecil Kimber, was transferred from the factory in Cowley to Morris Garages (in Abington) to design MG's using Morris parts. MG production in Abingdon started in the year 1924. At the end of the 1930s, even normal passenger cars were introduced under the MG label.
The business flourished when in 1945, just after World War II, the sporty prewar MG TB and its successor the TC stole the hearts of the American soldiers. Numerous MGs were shipped to America where this type of motorcar was yet unknown.
Demand for the MG sports cars quickly rose in America, and most of the MGs were sold across the big pond in the years that followed. MGs were simple and well-built, affordable and easy to maintain. In 1952, Austin Motor Corporation merged with Morris Motors to form British Motor Corporation Ltd*.
In 1955, the pre-war TB and the post-war TC, TD and TF series with their pre-war designs were followed by the MG A roadster, which also became available as coupes after 1956.
In 1962, the successful MG A was followed by the even more successful and austerely but elegantly lined MG B. This series, too, mainly found its way to America. The MG B was available as roadster and as a 2+2 coupe, called the ‘GT’.
As British Motor* had stopped the production of the Austin Healey, there was again the need for a six-cylinder sports car from this stable, which made the MG C see the light of day in 1967. It was an MG B with a six-cylinder engine. However, this car failed to live up to expectations as its road-holding and character were not of Healey’s caliber. Eventually, Healey’s successor was to come from the newly merged British Leyland* stable in 1968, and was called the Triumph TR6.
In 1973, a V8 variant of the MG B came onto the market: the MGB V8. This model had a powerful Rover 3.5 litre V8 motor and was to be built until 1976.

The MG B roadster and the GT were sold until 1980, and, under pressure from American legislation, were adapted with safety-enhancing and emission-reducing conversions during their last five production years. The resultant thick rubber bumpers and less powerful engines made these cars much less attractive. Meanwhile, Japan produced the Datsun 240 Z, and put an end to the British sports car hegemony in America.

In 1980, it was curtains for MG B. In the years after, some Austins did appear, ‘dressed up’ as MGs but we’d rather forget about them. Finally, in the 1990s, a worthy successor emerged in the form of the MG F, which is available to this day.
In the year 2001 BMW decided to get rid of Rover because they were losing lots of money because the British pound was too expensive as was manufacturing cars in England.
A group of investors bought Rover. They took over the entire model line and were able to work out the last details on the Rover 75 Tourer and market it. Next idea was to give MG a true rebirth; various Rover models were technically re-engineered, tuned and spiced up to make thru drivers cars of them, a sporty line of cars alongside the Rover middle-class luxury line.
Looking at the Rover/ MG cars and reading about them in the press we can tell that we have high expectations of the MG models to appear in the future.

© Marc Vorgers 

British Leyland*
(in the merger of BRITISH MOTOR HOLDINGS with Austin-Morris and Jaguar interests in 1966)
partly nationalized by the British government in 1975

Marc Vorgers
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Marc Vorgers