MG 1932

Great Britain

M-type Midget – end of prod. Apr. 1929 - June 1932 - 3235 cars and chassis.
C-type Midget – end of prod. May 1931 - June 1932 - 44 cars
D-type Midget – end of prod. in May. - 250 were built.
F-type Magna – end of prod. Oct. 1931-Dec. 1932 - 1250 cars and chassis.
J-type Midget – new model in July
K-type Magnette – new model in July
18/80 Mark II 


MG cars of various types in dealer's showroom. In background, left to right: 18/80 Mark II Speed Model (£630), Two-seater (£625), and Saloon (£670). In the centre is an 8/33 Midget M-type Panelled Two-seater (£185), behind a Midget C-type Montlhery. The latter is a competition model, developed from the M-type. It has a two-seater racing body with cowled radiator and is priced at £490 (with supercharger £575).

Typ M to najliczniej produkowany MG. Od jesieni 1928 roku powstały 6202 roadstery, 530 Coupé i 82 podwozia. J 1 o większej mocy, z czterobiegową skrzynią przekładniową i rozstawem osi zwiększonym z 1982 do 2181 milimetrów, powstawał od lata tego roku, jako następca typu M, ale zbudowano tylko 379 egzemplarzy tourerów i Salonette. J 2 ma te same parametry, ale dostępny jest tylko jako roadster lub podwozie do zabudowy.


D-type was a less-than-successful attempt at commercializing the C-type. Due to longer wheelbase and more coachwork, the D lacked the performance of its predecessor.

The J-type cars were introduced to replace the M, C and D types utilising one basic chassis design. The two-seat car, J2, has simple bodywork with rear hinged, sharply cut-away doors, two scuttle humps housing an engine turned aluminium dashboard with plain instrumentation. At the rear there is a 12 gallon petrol tank. With its cycle wings, and absence of running boards, the J2 looks every bit a sports car. The four-seat version, J1, has the same body as the D type but with a much more powerful engine and four-speed gearbox, giving the car a completely different character. J-type 4 cylinder 847 cc engine delivers a 78 MPH top speed. J3 – a supercharged version of the J2 with a 750 cc displacement is designed for street and occasional trials work.

A two-seat version of Magna – F2 is very similar to the newly introduced J2, but with 12" brakes and the six-cylinder engine. The four-seat version, also with 12" brakes is designated the F3.

Three different engines can be fitted to K-type. KA (6 cyl, 1086 cc, 39 bhp) is fitted to the new ‘pillarless’ saloons on a long wheelbase chassis, while the KB (6 cyl, 1086 cc, 41 bhp) is fitted to four-seat tourers with the same long wheelbase and to the two-seat sports cars, built on a short wheel base version. The long wheelbase cars, both tourers and saloons, are designated as K1 while the short wheelbase version are K2. A third version is also produced on the short wheel base chassis and this is known as the K3 with another engine variant also known as K3 (6 cyl, 1086 cc, 120 bhp).

 


Midget M-type

 

M-type Midget (4 cyl, 847 cc, 27 hp; wb: 6' 6'') – end of prod.. 3235 cars and chassis were made between April 1929 and June 1932. ‘Fabric’ two-seat. ‘Fabric’ Coupé, ‘Metal’ two-seat, ‘Metal’ Coupé, 12/12 Replica.
C-type Midget (4cyl, 746 cc, 37-44 bhp or 45-52.5 bhp with supercharger; wb: 6'9'') – end of prod.. 44 were built between May 1931 and June 1932.
D-type Midget – end of prod. in May. - 250 were built. Open four-seat (208), Closed four-seat (37), Chassis only (5).

 

 

 


Midget J-type

 

wb: 7 ft. 2 in. 4 cyl.
847 cc
36 bhp
4 cyl.
746 cc
4 cyl.
746 cc
2-seater J.1 - -
4-seater J.2 - -
Salonette J - -
chassis   J.3 J.4
J1 - July
J2 - July
J3 - November

 

A NEW MIDGET.
TAKING advantage of the experience gained during last season with the Montlhery Midget, the M.G. Car Company have introduced a new car, incorporating several new features, to be known as the M.G. Midget Mark III Montlhery model.
The engine capacity is, of course, the same as in the past, 746 c.c., but more power is obtained by the use of an improved type of cylinder head. There are now four separate exhaust ports, which are situated on the near side of the engine, the inlet ports being on the off side, Another innovation is the use of smaller sparking plugs, of 14 mm. diameter instead of the usual 18 mm. Two carburetters are fitted to the unsupercharged car (price £490) while the " blown " model (£575) has a single carburetter bolted on to the casing of the Powerplus Supercharger.
The gear-box gives four forward speeds, first gear being on the low side, for very steep hills, while second, third (which is silent) and top are close ratios for competition work.
Altogether, the new car is an even more attractive little vehicle than its famous predecessor, and to anyone who has handled the latter car, that's saying a good deal!

Motor Sport, July 1931 (no photograph)

 

PROBABLY the most remarkable progress in automobile practice in recent years has been in the small car field, and to this development a considerable contribution has been made by the M.G. concern. Taking full advantage of the lessons to be learnt from competitions, they have continually entered their cars in races of every description, both at home and abroad, using the data obtained in this way to bring their models to an ever increasing pitch of efficiency.
Now they have surpassed their previous efforts by producing a new M.G. Midget, with an engine capacity of 850 c.c., which, unsupercharged, is capable of a genuine 80 m.p.h.
We recently accepted the kind invitation of the M.G. concern to put the car through its paces for the benefit of our readers, but before going on to an account of our experiences on the road, let us consider the mechanical aspects of this remarkable little machine.
The principal alteration in the engine is the new cylinder head, having the inlet ports on the offside, and the exhaust, with four separate ports, on the nearside. The great advantage of this new design is that the gases have a straight through passage, enabling them to be drawn into and expelled from the combustion chamber with the minimum of delay. Mixture is supplied by two S.U. horizontal carburettors.
The stiff crankshaft, as before, is carried in a ball-race at the front end, and a large white metal bearing at the rear. The connecting rods are steel, and the pistons are made of aluminium, with three rings. The ribbed sump, cunningly shaped to offer the maximum cooling area, is made of Elektron, and holds approximately one gallon of oil. Lubrication is, of course, pressure throughout by a geared pump.
Another improvement lies in the new water manifold, which, in conjunction with bigger water passages, considerably improves the cooling of the head, an important point in an engine capable of a very high speed.
The overhead valves are operated by the usual M.G. overhead camshaft, driven by a vertical shaft, around which is incorporated the dynamo. Although the cylinder head is of different design it has not affected the position of the plugs, which, however, are of 14 mm. diameter instead of the usual 18 mm. pattern. Ignition is by a 12 volt. Rotax coil and battery system, and the distributor is driven from the timing gear.
A single plate dry clutch is used, and a great improvement has been made in the fitting of a 4-speed gear box, giving the following ratios, 1st, 19.2 to 1; 2nd, 11.5 to 1; 3rd, 7.32 to 1 ; top, 5.37 to 1. Third and top are of the constant mesh twin-top type, while the gear change is by remote control with a short stiff lever situated right beside the driver.
A Hardy-Spicer propellor shaft, with metal universal joints takes the drive to the normal three-quarter floating type back axle.
The chassis is a very rigid piece of work, with tubular cross members, while the side members pass under the rear axle, but are upswept over the front axle. It is interesting to note that the loading line of the chassis is only 11 inches from the ground, thereby ensuring extraordinarily good road holding qualities. The springs are flat underslung semi-elliptics, swivelling at the front ends, and mounted in phosphor bronze slides at the rear. Andre shock absorbers are fitted as standard.
The brakes have 9in. drums, with aluminium cooling ribs, and are cable operated. Racing practice is again apparent in the unusual hand-brake ratchet, which only works when the button at the top of the lever is depressed. A main, as well as individual, adjustment is provided, while the chafing of cables is eliminated by a special provision of greasing within their casings.
Steering is of the Marles type, and a large rear petrol tank, holding 12 gallons, from which the fuel is delivered by an electric pump, completes the specification.
When we took over the car from the luxurious showrooms of University Motors Ltd., the London Distributors of M.G. cars, we were immediately struck by the genuinely racing appearance of this new Midget. The car is really low, and beautifully proportioned, and possesses that sturdy, workmanlike appearance which can only result from actual participation in racing events. Wire grilles over the headlamps, a folding windscreen, a combined speedometer and rev, counter, two raised fairings above the dash for driver and passenger, racing type Rudge-Whitworth wheels, a really practicable disappearing hood, the exterior rear tank, with a quick-acting filler cap, and a strong spare wheel mounting behind the tank are all details which in the case of the new Midget are not merely ornaments. Incidentally, there is ample room for luggage in the rear compartment, and we noticed the useful feature of the tool kit being strapped securely to the floor.
The driving position makes one feel completely at home, the placing of the steering wheel, gear lever and hand brake being ideal, while our only criticism was that the ignition lever, which is mounted some way down the steering column, might with advantage be placed on the steering wheel boss.
Leaving Town for Brooklands, we were greatly impressed by the liveliness of the wonderful little engine. This, coupled with the small overall size of the car, and light steering, make the new Midget the fastest possible car in traffic.
On the Kingston by pass, with the windscreen folded flat, we settled down to an easy cruising speed of 60 m.p.h., at which speed the car conveyed the feel of working well within its capacity. After a check at a cross-roads, we found the acceleration of the car all that could be desired, the engine displaying an almost uncanny willingness to rev. up to an unlimited maximum. Actually, we reached 5,800 r.p.m. on several occasions, while 60 m.p.h. can be reached with ease on third gear. Second gear we found to be rather low, necessitating a distinct pause on the change up, but we are informed that on production models this ratio will be raised.
Beyond Esher the winding road gave us plenty of opportunities of testing the cornering qualities of the car, and no matter how fast we took the Midget round sharp corners and fast bends, the driver maintained a sense of complete security. On one occasion this procedure provided us with a vital proof of the efficiency of the brakes, for we were suddenly confronted with the spectacle of a large and heavy lorry slowly passing an equally large farm wagon. Thanks to the powerful M.G. brakes, we need only say that we are alive to tell the tale.
And so to the Track, where we proceeded to put in a few laps at high speed. We were informed by some attendants that there would be a strong headwind blowing against us down the Railway Straight, mitigating our chances of attaining the ultimate maximum of the car over the mile, but in spite of this the little Midget recorded the excellent speed of 75 m.p.h. at which speed the speedometer, guaranteed by the makers to have not more than a 2% error, gave a reading of 74 m.p.h. Continuing under the lee of the Byfleet Banking, the car gained speed, going up to 80 on every lap, a speed which we also attained on the road on our journey back to Town.
Altogether, the new M.G. Midget is a fascinating little car, of infinite possibilities, being genuinely fast but at the same time tractable and quiet in traffic. The comfort provided is that only usually found in cars of much greater overall dimensions, and at the selling price of £199 10s. should prove a complete success.
It is a comforting thought in these critical days to feel that so long as British manufacturers can turn out such cars as this new Midget, we have nothing to fear from competition from the rest of the world.
80 m.p.h. in comfort for under £200 is motoring history indeed!

Motor Sport, September 1932

 


MG Midget J.2

 

 


F-type Magna

 

F-type Magna – end of prod.. 1250 cars and chassis were produced between October 1931 and December 1932.
F1 (F) (6 cyl, 1271 cc, 37 bhp; 7' 10'') – end of prod. in July. 565 open four-seat, 370 Salonette were built.
F2 (6 cyl, 1271 cc, 37 bhp; 7' 10'') built form August till October. 40 open two-seat were made.
F3 (6 cyl, 1271 cc, 37 bhp; 7' 10'') built from September till December. 67 four-seat and 20 Salonette were produced.

 


Stiles


F-type Magna
Motor Sport, February '32

 

 


Motor Sport, January '32


F2 Magna


Motor Sport, March '32

 


Motor Sport, February '32

 

 

WE have on more than one occasion made reference to the special models turned out by Abbey Coachworks, Ltd., of Minerva Road, Chase Estate, North Acton, London, N.W.10. All these models, whether open or closed, have an individual stamp about them, and are notably smart and well finished, but in their latest model, which is illustrated herewith, Mr. Terry who is responsible for Abbey designs, has, we think, eclipsed all his previous efforts.
As will be seen, it is mounted on an M.G. Magna chassis, and takes the form of a two-seater fixed head coupe. Without being grotesque or garish, the treatment of the wings and the contour of the body in general are unusual, and the effect as a whole is exceptionally smart and rakish.
In spite of the fact that the total height is only 4 feet 1½ inches, entry and egress is made without any difficulty whatever, and–another important feature—there is ample head room. There is also plenty of elbow room, and indeed, while the designer has obviously been at great pains to produce an ultrasmart vehicle, he has at the same time devoted much care in making it really comfortable and roadworthy.
The two seats are of the bucket type and are adjustable; behind them space is provided for the "parking" of three large suitcases.
A single-piece windscreen is used, and this is fitted with twin wipers which operate over a wide area of the glass. A special tank is installed at the rear of the car, and this has an 8-gallon capacity.
The price of this very distinctive little car, with complete equipment, is £345.

Motor Sport, April 1932

 

 

 


Magnette K-Type

 

K-type Magnette – new model
  K1 (wb: 9' 0'') – July
  K3 (wb: 7' 10'') – October

 

 

 


Races:

  Event: Entered: Raced: Finished: Best results:
France 18.06.193224h Le Mans 2 1 0 32 Samuelson / Black Midget C failure
10.07.1932Spa 24 Hours 1 1 0 62 Clifford Midget failure
17.07.1932German GP 3 2 1 84 Hamilton Midget C 1st (350-800)
20.08.1932Tourist Trophy       30 E.R. Hall Midget 3rd


C-type

 

Entries: 

 Coupe des Alpes 29.07.1932   Results:
No. Model Driver Entrant gen. class  
  Magna Thorpe        
  Magna Zust        
  Magna Watkinson        
  Magna          
             

 


Tourist Trophy


Le Mans.

Rallies:
  Event: Entered: Raced: Finished: Best results:
01.1932  Rallye Monte Carlo     3 204 Wright   class 2 12th
          213 Keppel   class 2 13th
          221 Black   class 2 15th