MG 1930

8/33 Midget  
8/45 Midget - new model
18/80 Mark I  
18/80 Mark II - new model
18/100 (racing car
M-type 12/12 (racing car)

Great Britain

Motor Sport, August 1930

"SPORTS MODELS ONLY"

THE history of most pioneer manufacturing concerns, both in England and abroad, is much the same. From small beginnings they have grown to gigantic concerns, from tiny obscure workshops their premises have expanded out of all recognition. All can boast of a reputation and experience extending over many years.
With the M.G. Car Company, it is somewhat different. It is not an old firm. 'there were no M.G. cars before 1925. Yet it can be truly described as a pioneer concern in that it was one of the first to specialise in the production of sports models only. At a time when other makers were concentrating on the cheap, mass-produced utility vehicle, M.G.'s were using their resources for building a roadworthy, fast car for the sportsman. That was in 1925, and they have been doing it ever since. The first M.G. Sports, many of which are still to be seen on the road, were built, first of all, in a small mews in Oxford. They sold very well and their owners liked them; the demand far exceeded the supply, and so in 1926 a speedy removal was made to larger works in North Oxford.
Here cars were produced in considerably larger numbers, but sales increased to such an extent that a £20,000 factory was built at Edmund Road, Cowley, and production on a still larger scale was started in 1927. It was thought that this would be the home of the M.G. Sports car for a few years at least, but with the introduction of the now well-known M.G. Midget and M.G. Six models, it soon became apparent that the accommodation was far too limited.
Then, by chance, the big five acre factory, known as Pavlova Works, Abingdon-on-Thames, which had been in disuse for some years, was discovered. There the M.G. Company are now producing M.G. Sports cars by a new kind of flow production method in which each car is built with individual care as if it was the only car being manufactured, and their output is such, that they are able to claim to be the largest manufacturers of sports cars in England.

October 1930Motor Sport
Motor Sport; Sports Models for 1931 October 1930
No great change will be made in M.G. cars for the new season.
Minor improvements have been made in the Midget two-seater bodywork and Triplex glass will be fitted as standard. Other innovations include an additional Midget two-seater, finished externally in black with red wheels. The M.G. Midget Sportsman's coupe will have a panelled body and cleaner roof lines. Exterior will be in black only with the standard M.G. upholstery colours.
All M.G. Six Sports Mark I models are being fitted with Dewandre servo brakes. Chromium plate and Triplex glass are also being included. This has necessitated the price being increased by £10. A new model has been added to the M.G. Six Mark I range. It is a compact open sports four-seater, fabric covered in which everything has been kept as light as possible. It will be known as the "Speed Model" to distinguish it from the more sedate sports tourer which is of course, being retained in the range. The price is £525.
The M.G. Six Sports Mark II models remain unaltered in specification and price; this range, however, will include a new de Luxe four-door saloon with the fashionable "close-up" wings, special interior furnishing, and a Pytchley sliding roof. The price is £699.
 

Midget

wb: 6' 6'' 4 cyl.
847 cc
20 bhp
4 cyl.
847 cc
27 bhp
 
  M-type Midget    
    M-type 12/12 Replica - 21 ex. (August - December)

  

M type has a 4-cylinder overhead camshaft engine with a capacity of 847cc. It went into production in 1929 having been introduced to the public at the 1928 London Motor Show. The car is based largely on the Morris Minor, sharing the same chassis layout, engine and running gear. Top speed is about impressive 65 mph. Brooklands race result was an unqualified success for the little 12/12 M type, finishing 3rd, 4th, 5th, 6th and 7th in their class behind two Riley Nines, and 14th, 17th, 18th, 19th and 20th overall, as well as carrying off the overall Team Prize. The fastest M type covered 1,445.63 miles in the 24 hours and the slowest 1,385.31 miles giving an average speed for all the cars between 60.23 and 57.72mph. The MG factory, incorporated the new valve timing into the production cars and marketed a ‘Double Twelve M Type’ which is a replica of the successful Brooklands cars. The 12/12 Replicas were built between August and December 1930 and cost their owners £245, which is a considerable increase over the £185 of a standard M type.

Midget M
Motor Sport, June 1930
A "DOUBLE TWELVE" M.G. MIDGET ON THE ROAD.

WHEN a make of car at its first appearance in a big race, not only carries off the team prize, but is, moreover, the only complete team to finish the course, it is evident that something remarkable has occurred. It is therefore of special interest to be able to give our first-hand impressions of the behaviour under ordinary road conditions of one of the successful cars.
Owing to the kindness of Mr. Randall, the entrant and owner of the M.G. Midget team in the Double Twelve hour race, and of Mr. Kimble of University Motors we were able to take over No. 76, which was the first car of the trio home in the race, and give it a fairly extended test on the road.
One day a party consisting of Mr. Kimble, an assistant, and two members of MOTOR SPORT staff, set out for Waltham Cross to collect the winning cars and bring them up to London. On arrival they were filled up with fuel and oil and forthwith started up. Only one of the cars had had the engine running since being driven down after the race, but all three cars started at once on the starters and we purred merrily off to London. The first part of our run being in dense traffic gave us a chance to appreciate the extreme handiness under such conditions of a small car with real acceleration.
Having left two of the team at University Motors, we set off in No. 76 to find out what effect 24 hours of almost continuous all-out running had had on the behaviour and performance of the 850 c.c. engine.
We had originally intended to do only a short run, but we became so intrigued with the performance of our tiny steed, that we were well down towards the West country almost before we had decided where to go, and the same evening saw over 200 miles more registered on the clock!
The Hartford shock absorbers were, naturally, set for high speed work and made the springing a little hard at low speeds. This is, of course, only what is intended, and once in open country they made the car ride perfectly smoothly and steadily over all sorts of roads.
The engine, although quite untouched since the race, gave an absolutely effortless cruising speed of 60 m.p.h. on about half throttle, and a good 70 m.p.h. maximum. On one occasion under favourable conditions we reached and held 75 m.p.h., and the road holding was still excellent.
Naturally on such a small engine the gears must be used well if the best performance is to be maintained, but, the running at low speeds was perfectly smooth, and there was absolutely no sign of pinking or roughness when picking up from this speed. This pleasant state of affairs was largely due to the R.O.P. benzole mixture which was used throughout our run, and the next morning the engine started from cold at the first touch of the starter button without even flooding the carburettor. Verb. sap!
The K.L.G. 268 plugs, although of the distinctly warm variety functioned well under different conditions, and it was only by allowing the engine to tick over too long that we once contrived to oil up No. 1 cylinder a trifle. This gave an opportunity of proving the accessibility of the unit and a new one was fitted in a matter of seconds.
Naturally, the brakes were ready for slight adjustment after their hard time in the race, but were still adequate. The car as a whole seemed to us a very attractive proposition, which would be economical to run, and after the Double Twelve race, any further comment on its reliability would be superfluous.
 

18/80 Six

  6 cyl.
2468 cc
80 bhp
   
Two Seater      
Tourer      
Sportsman's Salonette      
Four-door Saloon      

  


18/80 Mk II
MG 18/80 has an 80-bhp 2468-cc (69 x 110 mm) six-cylinder OHC engine with twin SU carburettors. It is designed entirely by MG, rather than based on a modified Morris chassis like the Company's smaller models. Mk I models (from late 1928) had a three-speed gearbox, Mk II models (from 1929) have a four-speed gearbox, improved brakes, sturdier chassis, etc.
Motor Sport, March 1930
A New M.G. Model for this Season
The 18/80 M.G. Six 2-Seater Sports.

The new factory of the M.G. Car Company at Abingdon is now finished, and the first of the Mark II models are on the erecting tracks. The range of models available for the present year is wide, and will appeal to all classes of motor sportsmen.
The Mark I six-cylinder model is unaltered from last year, and embodies an overhead camshaft engine of 2468 c.c., fitted with two S.U. carburettors and coil ignition, and a three speed unit construction gearbox. Drive is taken from a universal joint behind the gearbox through a ball jointed torque tube to the bevel driven back axle. The frame is of heavy section, upswept front and rear, and springing is by four semi elliptic springs assisted by Hartford shock absorbers. Lever and pedal are independently coupled to the four wheel brakes, which are fitted with single point adjustments.
The Mark II retains the good points of the earlier model, but is fitted with a four speed gearbox, embodying a silent third gear, and centre ball bearings for main and layshaft. The frame has been stiffened by a stouter centre cross girder, a front tie rod, and an additional pressing to brace the rear of the chassis. Springs are wider, and are fitted with Silentbloc shackles. 14in. brake drums are fitted to all wheels.
The Mark II, which will be available in the middle of March, costs £550, which the Mark I is available at £445.
Much interest has been caused by the announcement during February of a road racing model. This car, which is called the Mark III, is fitted with an engine of similar capacity to that used in the Mark II, but with a high compression head fitted with two plugs per cylinder and a new camshaft. Dry sump lubrication is a feature, and the crank case sump is separate from the flywheel compartment. An oil tank is carried between the front dumb irons, and is fitted with an oil cleaner. A large petrol tank holding 25 gallons is used and is provided with a quick filling device. A light four seater body complying with International Regulations is standard, and the price of the complete car is fixed at £895. This model will be raced by private owners during the coming season, and one car has been entered in the Double Twelve.
The M.G. Midget is unaltered, but a neat coupe with sliding roof and Triplex glass is now in production at £245.
Motor Sport, August 1930
IDEAS on sporting cars have undergone a good deal of change during the past few years. The days have gone when the owner was content to sacrifice comfort, cleanliness and silence for the sake of speed, and the indifferently-upholstered body with undersized windscreen and scanty wings, which at one time were considered essential in a car which laid claim to high speeds, are no longer in vogue.
The modern sports model, to meet average present day requirements, as well as being capable of fast travel, must also be so equipped as to afford a degree of driving ease comparable with any tourer. It is this combination of comfort and liveliness which is the outstanding characteristic of the M.G. Six Mark I " Sportsman's Salonette."
The particular model which we had for test had already done many thousands of miles as a service car of the M.G. Company and it was not only just standard, but one which had not been specially tuned or tended for special demonstration purposes. This was all to the good of our purpose, as we were able to judge what this popular car in perfectly ordinary production form was capable of doing. On collecting the car from the Pavlova Works at Abingdon, as soon as we got in the driving seat, we found certain little details which call for favourable comment. The accelerator pedal, for instance, which is placed well away from the other foot controls, is operated against a return spring of just the right tension and works through a conveniently small range of movement, whilst the gear lever of the central change is in a position where it falls readily to hand. The brake lever is placed on the right-hand side and is of the quick-release racing type. This is a feature which might well be included on the most mundane of utility motorcars, for it is a great improvement on the more usual pattern.
From previous experience of low-roofed sports saloons, we were prepared to find the exhaust noise somewhat noticeable, but on the M.G. as soon as the throttle was opened, we found the engine notably unobtrusive. While passing through the country lanes from Abingdon to the main Oxford-London road, it was difficult to realise that our speed had risen to the 50-60 m.p.h. mark, so silky was the running, and on reaching a suitable section of the main road, where we were able to open out, it soon became apparent that it was perfectly easy to "play" the car round the 70 m.p.h figure without any difficulty at all, and a brief period at full bore brought the speedometer needle round to 75 and finally 80 m.p.h. mark. When one considers that the M.G. has all the attributes of the well-behaved "town carriage," it must be agreed that this maximum speed, without any fuss or any suggestion of over-driving, is definitely good. There are plenty of motors nowadays, of course, with which one is able to obtain these figures, but it would be difficult to find another which makes less business about it, even if one were to choose a car with an engine of, perhaps, double the capacity.
Another point which genuinely impressed the writer was the braking. There is nothing so disconcerting in a car than to find on applying the brakes at high speed that its deceleration is violent and uncontrolled. The M.G. brakes which are of perfectly straight forward lay out, make it possible to slow down rapidly from speeds of 70 m.p.h. to a standstill with noteworthy smoothness; the steering, which is of the Marks type was well in keeping with the rest of the car. As for the clutch, this is one of the smoothest that we have ever used.
The springs are long semi-elliptic front and rear with the front ones shackled so that deflections in steering and braking are greatly minimised; a point which is worthy of note is that all the springs are inclined upwards to the front in such a way that the absorption of road shocks is greatly improved. Hartfords are fitted all round.
As we have already stated, the model under review was by no means new; nevertheless, there was a complete absence of any body rattles or drumming. In a good many cars the instrument board is responsible for irritating "dithers" at certain engine speeds and probably one of the reasons of there being no trouble of this sort with the M.G. is that the dash is built up with the chassis and is thus very rigid. It carries the steering column and reserve petrol tank and also a tank for one gallon of engine oil.
The standard equipment includes a Jaegar speedometer and revolution counter, and besides the usual ammeter, clock, oil pressure gauge, petrol gauge and ignition tell-tale, there is also a radiator thermometer. The engine has a Treasury rating of 17.7 h.p. and a capacity of approximately 2½ litres.
The six cylinders are cast en bloc with two separate induction pipes feeding groups of three cylinders. The feed to the two S.U. carburetters is by an Autopulse electric pump. The ignition is by coil and battery (Lucas). The crankshaft is carried on four large bearings and is statically and dynamically balanced, and overhead valves are inclined and operated by an overhead camshaft. Lubrication is by spur gear pump bolted to the outside of the engine. This auxiliary, like other parts of the power unit, is readily accessible. The three speed gear box is built up in one with the engine and the ratios are :—top, 4¼-1, second, 6½-1, bottom 13-1. The final drive is by enclosed propeller shaft.
Throughout the M.G. Six, one finds evidence that it has been planned and developed by a designer who is both practical and discriminating, and at the conclusion of our all-too-brief test, we found ourselves in the pleasant and somewhat unusual position of being unable to find anything which we could criticize. And that is all that need be said.

Motor Sport, August 1930
 

       
18/100 6 cyl., 2468 cc   (racing car
M-type 12/12 4 cyl., 847 cc, 27 bhp wb: 6' 6'' (racing car)

 

Races:
  Event: Entered: Raced: Finished: Best results:
10.05.1930 Double Twelve 6 6 5 75 Midget 847 c.c. H. H. Stisted / N. Black 14th 750-1100 3rd
          76 Midget 847 c.c. C. J. Randall / F. M. Montgomery 15th 750-1100 4th
            Midget 847 c.c. R. R. Jackson / W. Townend 18th 750-1100 5th
            Midget 847 c.c. G. Roberts / A. A. Pollard 18th 750-1100 5th
          80 Midget 847 c.c. V. Worsley / D. G. Foster 20th 750-1100 7th
21.06.1930Le Mans 2 2 0 29 Midget M (847 cc.) Francis Samuelson / Fred Kindell fail.  
06.07.1930 24h Spa 1 1 1 43 Midget M (847 cc.) Samuelson / Kindell 16th ->1100 5th

Midget M (R. C. Murton-Neale / Jack Hicks) at Le Mans.

Double-Twelve at Brooklands.
Rallies:
  Event: Entered: Raced: Finished: Best results:
26-29.01.1930 Rallye Monte Carlo 2 2 2 8   Samuelson 49th

Rallye Monte Carlo, No. 139, F. Mortimer Montgomery, MG Midget 847 cc, start from Land's End, 73rd.
 
Motor SportJFebruary 1931
AN UNSUPERCHARGED SUCCESS

MR. G. E. T. EYSTON finished off a year of successful racing in fine style, when he secured three international records at Montlhery track with an M.G. Midget car on 31st December last.
The records he attacked were 50 kilos., 50 miles, and 100 kilos, and his speeds for these respectively were :— 86.38 m.p.h., 87.11 m.p.h. and 87.30 m.p.h.
The previous records of 83.58 m.p.h., 84.35 m.p.h. and 84.56 m.p.h., were held by a supercharged car, which makes Eyston's achievment all the more remarkable. since his M.G. was not fitted with a blower. In fact, it is understood that the car's engine was a perfectly standard unit, suitably modified to bring it within the 750 c.c. class dimensions. Other components such as axles and steering were perfectly standard parts from stock. According to Mr. Eyston's report, the record run was made under terrible weather conditions in a gale of wind, which made it impracticable for him to continue for any greater length of time.