MG TA, 1936
MG TA, year 1936. Colour red combined with a brown leather interior and a black hood. This wonderful MG TA ‘survivor’ was recently purchased from the 94 years old owner in Texas. The car was brought from the United Kingdom to the USA by an air force pilot after WW2, and the unique original British registration ‘CAR615’ is still present. This MG TA has spent its entire life in Texas, and it was always garaged away from sunlight. The MG was never restored, and it is in a wonderful ‘survivor’ condition! The engine runs beautifully with a good oil pressure, and the car drives, brakes and shifts well considering its age of 85 years. All the original details are present bar the original door trim. Furthermore, additional taillights were added to the rear mudguards after World War 2. This MG TA shows obvious signs of age and use, the body, chassis, and mechanicals are in a good condition as is the wood body frame. Recently new tyres were fitted, and the car was registered in the Netherlands. This MG TA ‘survivor’ comes with the Texas numberplates, the original black soft-top, new side screens, original books, and some spare parts. This MG TA with so much sustained history (no break because of a full restoration) is a magnificent find for the enthusiast!
ARCHIVES | SOLD
The MG TA is the successor of the MG J- and P- type Midgets. The MG T- series is, according to lots of enthusiasts, the archetype of the pre-war sports car. The pre-war design shows beautiful sober lines and large wheels. the wooden dashboard shows very nice gauges and details. The MG TA was powered by a 1292 cc. four-cylinder engine with overhead valves giving a power-output of 54 bhp. The MG TA was build until the year1939 and succeeded by the MG TB.
four cylinder engine
cylinder capacity: 1250 cc.
carburettors: 2x S.U.
capacity: 54 bhp. at 5200 rpm.
top-speed: 128 km/h. - 80 mph.
gearbox: 4- speed, manual shift
weight: 820 kg.
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
1968-75: BRITISH LEYLAND MOTOR CORPORATION, LTD
1975-78: BRITISH LEYLAND LIMITED
(in the merger of BRITISH MOTOR HOLDINGS with Austin-Morris and Jaguar interests in 1966)
and LEYLAND MOTOR CORP. LTD.
partly nationalized by the British government in 1975