Classic Car Catalogue


MG 1932

M-type Midget – discontinued Apr. '29 - June '32 - 3235 ex.
C-type Midget – discontinued May '31 - June '32 - 44 ex.
D-type Midget – discontinued Oct. '31 - May '32 - 250 ex.
F-type Magna – discontinued Oct. '31 - Dec. '32 - 1250 ex.
J-type Midget – new model in July
K-type Magnette – new model in July
18/80 Mark II  

Great Britain

Motor Sport October 1931
Models for 1932

Considerable improvements have been made in all M.G. sport's cars, and three entirely new models have been introduced. The 8-33 h.p. Midget is to be produced with a panelled two-seater body, and while the chassis layout is the same as in the original fabric type (which remains unchanged), the finish will be cellulose, and the upholstery will be of real leather. A new type folding hood forms part of standard equipment and the accommodation will be slightly larger. The price is £185.
Then there is the Midget "occasional four." The chassis of this type is of entirely new design, but is similar to the Montlhery Mark II Midget. The standard four cylinder Midget engine is fitted. The three speed gearbox has a short stubby gear lever working in a gate in an extension of the gear box top similar to the four speed box which can also be supplied. Chassis lubrication is of the semi-grouped type. A twelve volt ignition and lighting set is employed. An attractive occasional four-seater body, with very low sporting lines, is fitted, which, of course, includes a neat folding hood, hood cover and side curtains. The upholstery is in leather, the windscreen is a straight one that can be folded down forward. The petrol tank is carried in the rear and fed to the carburettor by a pump. Rudge-Whitworth detachable racing type wire wheels are part of the standard specification. Price, £210.
Following on its remarkable run of successes, amongst which are the honour of being the first car of 750 c.c. capacity to exceed 100 miles an hour, the holding of all International Records (Class H), from five to one hundred kilometres, the winning of the Double Twelve Hour Race, the Irish Grand Prix, and now the Ulster T.T., no excuse is offered for continuing this Mark II Montlhery model unchanged through the coming season. The aluminium panelled body, which conforms in dimensions to International rules governing the majority of the racing events, can be had in any normal finish, to choice. The upholstery is in leather and the equipment is very complete. Price : (Unsupercharged), £490; (Supercharged), £575.
In the 12-70 h.p. Magna Small Six, an entirely new 1,250 c.c. six-cylinder unit is incorporated, in which the valves are operated by overhead camshaft, and the carburation is by twin S.U. carburettors. The petrol tank is carried at the rear, and is of approximately 6 gallon capacity. The four speed gear box is in one unit with the engine, the three top speeds being of the close ratio type with an exceptionally low emergency bottom gear. An extension of the gear box cover carries a short stubby gear lever operating in a visible gate. An all metal Hardy-Spicer propeller shaft is used, as well as hub detachable Ridge-Whitworth wire wheels. The chassis is mounted with two styles of body. One is a sports four-seater open model, with a single piece screen which can be folded down fiat forward when desired. A new folding hood with hood cover and side curtains provide the all-weather equipment, whilst leather upholstery, adjustable bucket seats in front, rear petrol tank, long bonnet line and an inclined radiator all combine to provide a most pleasing streamline effect. Price £250. The other body available is a sliding roof "foursome" and as the name implies, it is a little saloon with a sliding roof and four close coupled seats. Price £289.
The 18/80 Mark II range is being continued without any alteration. The prices of these various models will be as follows :—two-seater, £625; tourer, £640; speed model, £630; two-door saloon, E660; four-door saloon, £670; and saloon de luxe £699. Manufacturers' address-: The M.G. Car Co., Ltd., Abingdon-an-Thames.
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).

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).
Motor Sport February 1932
M.G.'s IN THE MAKING
THE WORK AND HISTORY OF THE ABINGDON FIRM.

THE M.G. factory at Abingdon is chiefly notable as a proof of the fact that for real enthusiasm in motoring a sports car is essential. It is furthermore a proof of the fact that the demand for "sports cars only" is enough to cause ever-increasing space to be required for their construction.
From the day when Mr. Cecil Kimber first appeared with a hotted-up and very much modified Morris Cowley, and competed so successfully in trials with this car, the marque has never looked back.
A corner of the works at Abingdon.
A few years ago the first type of 14-40 h.p. M.G., based on the famous Morris chassis, combined the well-known reliability of this type with a real sports car performance. In this model, now no longer made but still giving fine service in many climes, a new era was opened in the sports car market.
The old idea that a sports car was an unreliable, temperamental, though exciting piece of mechanism with no particular attempt at comfort, was finally done away with, and the way was being paved for the smooth running, fast and lively car which has become so popular to-day.
It was shown at last that the sports car (as opposed to a racing car) could be used for every day business as well as for fast touring and competition work, and the production of the first M.G. steadily outgrew the bounds of its small works at Oxford, and larger space had to be found. The demand increased and another move was made, this time to Cowley, where the introduction of the Midget and the M.G. Six once more overtaxed the powers of the works.
Finally, a move was made to Abingdon, where the very much greater space has so far been able to cope with the demand.
Never has a new type of sports car had such an unchecked success as this make, and the firm has always possessed an uncanny knack of knowing exactly what the sports car public wants before they know themselves.
The Six has always been popular with those who wanted a fast smooth car with ample accommodation, but there is no doubt that the now ubiquitous Midget has been the most popular of all, owing to its low price and economy, combined with real performance.
It brought a genuine sports car for the first time within the reach of those to whom it had hitherto been no more than a dream, and the Midget sold in its hundreds.
As was only natural with such a car, enthusiastic owners started racing it, and its success in the 1930 Double-Twelve led to the introduction of a special competition model.
Increasing demand for a car within this class led to further experiment, and in conjunction witn Mr. G. E. T. Eyston the first record breaking M.G. Midget was successfully run at Monthlery.
M.G.'s have never believed in letting the grass grow under their feet, and people had hardly got used to the idea of an 85 m.p.h. Midget before a supercharged edition had made history by passing the 100 m.p.h. mark, and the now well known Monthlery Midget was introduced.
Its subsequent successes in the Double Twelve, the Irish Grand Prix and the Ulster Tourist Trophy are still fresh in everyone's memory, and already the firm are going full steam ahead on the production of their latest model, the M.G. Magna.
This attractive small six was one of the outstanding models at this year's show, and a very large weekly production is already going through the works to cope with the demand. A further new model is the long chassis Midget, introduced to answer the demand for a 4-seater body on this chassis. The Monthlery Midget and the 18-80 six cylinder speed model complete the range of this unique sports car.
 

Midget M-, C- and D-type

M-type wb: 6' 6'' 4 cyl, 847 cc, 27 hp
Fabric 2-seater    
Panelled 2-seater    
Occasional 4-seater    
Sportsman's Coupe    
Foursome Coupe    
C-type wb: 6'9'' 4cyl, 746 cc, 37-44 bhp / 45-52.5 bhp with supercharger
D-type    

   

Midget D-Type – discontinued in May. - 250 were built. Open four-seat (208), Closed four-seat (37), Chassis only (5).
Motor Sport May 1932
ON THE ROAD WITH A BLOWN MONTLHERY MIDGET
A RE-CONDITIONED 1931 RACER SHOWS ITS PACES

THERE was a time when the mention of a second-hand sports car, especially one that had been used extensively for competitions, conveyed the impression of a machine which had seen better days, and should only be obtained by someone who was prepared to spend a lot of money on bringing it up to scratch.
Brief Specification :
Number of cylinders 4.
Bore and stroke : 57 m.m. by 73 m.m. (746 c.c.).
Track : 3ft. 6in.
Wheelbase 6ft. 9in.
Overall width : 4ft. 4¼in.
Overall length : 11ft. 4in.
Petrol tank capacity : 15 galls.
Ground clearance : 6½ins.
Price : Supercharged £285.
Things have changed greatly in the last few years, and the very high standard of maintenance required if a car is to be successful in competitions, has made the last season's racer a car to be sought after. After a big race it is usual to give cars a very extensive, and in some cases almost unnecessary overhaul, not only replacing actual worn or damaged parts, but stripping the whole chassis to examine everything possible before the next event.
This makes our road test of a supercharged Montlhery M.G. Midget, which was taken out as a second-hand car, more comparable with the ordinary tests of a new one, as there was so little "second-hand" about the vehicle in question, apart from the point of actual date.
We took over the car from the really remarkable stock of J. H. Bartlett of Pembridge Villas, Notting Hill Gate, who is already well-known to many of our readers as a successful competition driver as well as a sports car specialist.
Incidentally this is one of the few firms which claim to deal mainly in sports cars where the genuine article is so very much in evidence, and when one talks to Mr. Bartlett or his colleagues and realises their remarkable knowledge of the pros and cons of every model past and present, it is easy to see why an increasing number of motorists go there to choose a car.
Having decided that the M.G. — one of last year's Dublin and Ulster cars— would give us an entertaining day's motoring we proceeded to warm it up and sallied forth. These cars, being intended specifically for racing, need to be treated accordingly, and though this does not mean that they are unsuitable for ordinary road work, there are certain points to be watched.
For instance, if they are to be given full throttle for more than a few seconds, they obviously require a fairly hot plug, and the Champion R.11's which so admirably fulfil this purpose can hardly be expected to be suitable for warming up and pottering through traffic. Therefore, the best course is to put in a set of fairly mild plugs kept for the job, and when once out of town arid thoroughly warmed up, the racing plugs can be substituted, and everything will be O.K. till the next start from stone cold or a long run in traffic.
As soon as we were clear of traffic we began to see why this model was so successful in the 1931 sports car races. It is hard to realise, when using the full acceleration of this wonderful engine, that it is only 750 c.c. It is really happy at revs, which few motors can attain, and the warning mark on the big rev, counter at 5,500 r.p.m. is no mere ornament, as the needle easily slips past it on the indirect gears, if not watched. It would be difficult to find a smoother engine at all r.p.m., and the acceleration is most exhilarating.
At all speeds the road-holding is simply amazing for so light a car, and the steering although rather low geared, centres well and makes for positive control. It need hardly be mentioned that these cars are definitely quick, and this car as taken out returned a maximum speed of 83.5 m.p.h. on the level, or 5,500 r.p.m. in top gear.
In actual road racing trim this can, of course, be exceeded, but we would once more warn readers about comparing an actual speed of 83 m.p.h. with the "80 m.p.h." which a flattering speedometer may sometimes tell them they are achieving!
The very high average speeds of which this car is capable is almost entirely due to its acceleration. The brakes are adequate, but require considerable pressure and are not quite up to the very high standard set by the rest of the car. They will bring the car to rest from 40 m.p.h. in 65ft. on dry tarmac.
The 4-speed gearbox is a delight to use, being unusually fool-proof and quite positive in operation, which is a very important point on a car where 5,000 r.p.m. is a normal changing up speed.
The equipment is extremely lavish including 6in. rev, counter by Jaeger, oil gauge, oil thermometer, petrol tank gauge, oil tank gauge, 8-day clock, two electric fuel pumps (one picking up a reserve 2 gallons) and separate switches for the two headlamps.
The auxiliary oil tank feeds automatically to the sump through a float feed control, thus maintaining a constant level. The Powerplus supercharger is mounted between the front dumb irons and driven at three quarters engine speed, while other items include Rudge-Whitworth racing wire wheels and Dunlop Fort tyres.
The whole car had been overhauled and was in excellent condition and of very smart appearance, and a careful examination of the chassis and bodywork details showed that the entire renovation had been well and conscientiously carried out.
The price asked for this particular job was £285.
 

Six Mk. II

           
Speed          
Saloon          

   

Motor Sport February '32
MG 18/80 Mk II
 

Midget J-type

wb: 7 ft. 2 in. 4 cyl.
847 cc
36 bhp
4 cyl. (s)
746 cc
4 cyl.
746 cc
4 cyl. (s)
746 cc
2-seater J.2 J.3 - -
4-seater J.1 - - -
Salonette J.1 - - -
racing - - J.4 J.4
J1 - July
J2 - July
J3 - October

   

Motor Sport July 1932
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 September 1932
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!

MG Midget J.2
 

F-type Magna

           
           

   

F-type Magna – discontinued. 1250 cars and chassis were produced between October 1931 and December 1932.
F1 (F) (6 cyl, 1271 cc, 37 bhp; 7' 10'') – discontinued 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.
Motor Sport January 1932
MG Magna
Motor Sport February 1932
MG Magna
Motor Sport February 1932
TRYING OUT THE M.G. MAGNA
1,200 c.c. SIX WITH ATTRACTIVE FEATURES AND LIVELY PERFORMANCE

MG 1932 Magna
A very modern motor car. The M.G. Magna on the road.
ALL of us have at one time or another conjured up visions of the sort of small car we would like to build, if we had the facilities to carry out our ideals. Time and again those ideals have been mentally revised and arranged until they have become increasingly definite.
This car must be fairly small, of course, so that it can nip about in narrow spaces. The chassis must be very low so that it will corner well and be impossible to overturn. It must be light, for this means good acceleration, a most important feature in modern traffic. It also means economy, very essential in these days for most of us, and furthermore, light weight is essential for success in trials.
A really lively engine is taken for granted, and not too small, for we do not want to be constantly tuning or replacing worn parts. Flexibility is another requirement, for at times we feel lazy and do not wish to bother with gears. On the other hand we must have a four-speed gear box with the higher ratios close together for the occasions when we suddenly wish to emulate Chiron or Campari!
Brief Specification.
M.G. Magna.
Number of cylinders : 6.
Cubic capacity. 1,250 c.c.
Treasury rating, 12.08 (tax 412)
Size of tyres : 27in. by 4in.
Track : 3ft. 6in.
Wheelbase : 7ft. 10in.
Overall width : 4ft. 2in.
Overall length : 10ft. 6¼in.
Capacity of petrol tank : 6 gals.
Ground clearance under rear axle : 8½in.
Weight of Chassis : 9½ cwt.
Gear ratios : 19.2, 9.56, 6.3 and 4.78 to 1.
Reverse 19.2 to 1.
Price : Sports 4-seater £250.
The driving position must be carefully arranged, as we shall hope to travel long distances. For the same reason the body must be really comfortable for two people, with pneumatic seats and room for luggage, or occasional extra passengers when necessary. The weather in this country being what it is, we want good weather protection, and as we shall be rather proud of this car of ours it must be very well finished, and have really " snappy " lines.
MG Magna
The new Magna in chassis form.
A very high maximum speed is not essential, as this is usually a very expensive luxury, and about 70 m.p.h. will see the majority of cars left well behind.
All these thoughts have recurred from time to time to any keen motorist, but when we came to take over an M.G. Magna with an Abbey body for test, we realised that here was the car we had really been imagining, only fashioned with more neatness and cunning than the vehicle of our dreams.
This car, which was placed at our disposal by Messrs. Stearns, of 16, Fulham Road, who specialise in. sports cars with the Abbey Company's special coachwork, certainly embodies all the points we have enumerated, in addition to many others of which we had never thought.
MG Magna
The chassis frame is upswept over the front axle, and passes under the rear axle, being at a constant level from the engine to the rear.
The six cylinder overhead camshaft engine with twin S.U. carburettors transmits its power through a four-speed box and Hardy-Spicer propeller shaft to the rear axle. There is an emergency bottom gear, very useful for trials work, and three close ratios which suffice for all normal road work including getting off the mark.
Apart from the excellent finish which is apparent to the most casual observer, there are many details of equipment on the body which make a strong appeal to the " all-weather " owner. In addition to the excellent hood arrangement, the screen is provided with twin wipers, and the former is arranged either to open at the bottom, such as for driving in fog with the hood up, or to fold flat on the scuttle like a racing screen when out for some fresh air in decent weather.
The pneumatic seats are fully adjustable, while the rear compartment is excellently arranged for a small car. An eight gallon rear tank is another departure from standard which is extremely useful, and with the good petrol consumption of this motor it would enable a day's run of 250 miles to be covered without filling up, provided that the average speed was not forced too high.
Ease of upkeep of the chassis has been carefully studied, and grouped lubrication points make this important duty easy to carry out.
The first impression on driving the car is of its extreme handiness and excellent acceleration, and these are undoubtedly its chief characteristics. " Pep, " and perfect smoothness of engine and transmission throughout the speed range, make it a most fascinating car to drive, and owing to its capacity for leaping past other vehicles at a touch of the throttle, a high average speed is possible even when the way is by no means clear.
The clutch is very smooth, and the gear change positive and rapid, so that no time is lost in running up through the gears. The steering has good self-centering qualities, and once we had adjusted the Hartford shock absorbers to our liking the road holding was very good indeed.
MG Magna
The upswept frame which allows of a remarkably low build.
MG Magna
The rear axle layout and suspension. Note the gear lever.
As would be expected from the layout, the car is remarkably steady on corners. We soon came to the conclusion that the speedometer was optimistic, and a careful check of this proved our surmise to be correct. The acceleration figures given show a very high standard of performance for an over 1,200 c.c., and fully justify the makers' well-known slogan, " Faster than most." Incidentally owners who think their cars show even better figures in standard tune, should remember that ours are fully corrected, and not speedometer readings.
The comfortable maximum speeds on 2nd and 3rd were 35 m.p.h. and 50 m.p.h., while all out in top the car did 66 m.p.h. on the level.
As the car had done little over 500 miles when we tried it for maximum speed, there is no doubt that with a further run-in the speed would be appreciably improved, and the Magna would certainly be a 70 m.p.h.. car when thoroughly settled down.
The brakes were a little disappointing, as they were either out of adjustment or required further bedding down, when the stopping distance of 80 ft. which we obtained from 40 m.p.h. should be considerably improved.
Altogether, the latest addition to the M.G. range is a very attractive high performance car, with a special appeal to the man who has to consider reliability and economy, and yet desires a car with individuality.
To anyone who can afford just that amount above standard which the " Abbey " model costs, the extra outlay is certainly well worth while, the price being £298.
Motor Sport March 1932
A Sports Coupe Magna
NEW ABBEY MODEL.

MG Magna
A VERY smart and attractive sportsman's coupe is now being produced by Abbey Coachworks, Ltd., mounted on the M.G. " Magna " chassis.
It is a two-door four-light four-seater, and apart from its general lines, it is extremely striking in being very low built, its total height being no more than 4ft. 6 inches. In spite of this, comfort in the way of headroom has not been sacrificed, and every means has been employed to avoid cramping of the occupants. For example, armrests are fitted to recesses in the doors, which give a considerable increase in elbowroom.
As can be seen in the accompanying photograph, the windscreen has a pronounced rake; it is fitted with twin wipers and is hinged at the top, so that it may be opened to any degree. The spare wheel is carried at the rear, secured on a bracket by a neat lock ring. A special 8-gallon fuel tank is also fitted at the rear, and this has an extra large filler cap. The tank is so made as to blend well with the general dries of the back of the car.
Both externally and internally, the finish is of a high order; in the case of the latter, real hide is used for the upholstery, with pneumatic cushions, and a walnut facia board.
The equipment includes interior light, silk rear blind, roof ventilator, pockets in doors and special bonnet. The price is £345. The address of Abbey Coachworks, Ltd., is Minerva Road, Chase Estate, North Acton, London, N.W. 10.
MG Magna
Motor Sport April 1932
MG Magna
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 June 1932
MG Magna
 

Magnette K-Type

  wb: 6 cyl. ohc
1086 cc
     
K1 9' 0''       – July
K2 7' 10''        
K3 7' 10''       – October

   

Motor SportNovember 1932
Sports cars for 1933.

One of the sensations of the 1932 Motor Show was the new M.G. Magnette, which has been produced to fill the need of a really high class 1,100 c.c. sports car, which, in racing form will be capable of very high speeds.
Briefly, the chief details of the car are as follows. The engine is a 6-cylinder, with a bore and stroke of 57 x 71 mm. giving a capacity of 1,086 c.c., with a single overhead camshaft, the drive of which incorporates the dynamo. The machined and balanced crankshaft runs in 4 bearings, the con-rods are heat treated 'H' section forgings, and the pistons are aluminium alloy with 3 rings. The new 14 mm. sparking plugs are used. Lubrication is adequately dealt with by means of a pump from a large Elektron sump, generously ribbed, and a positively efficient filter prevents any dirt from getting to the bearings. Fuel is fed from a rear tank to three S.U. carburettors by means of an electric pump. Ignition is by magneto.
There are two alternative gearboxes, either the normally operated gear box and clutch, or a pre-selector gear box operated by a short lever on an extension of the gear box. The drive is then transmitted by way of a Hardy-Spicer propellor shaft with metal universal joints to a normal 3/4 floating type back axle, with spiral bevel final drive.
The chassis is anderslung at the rear and is strongly braced with tubular cross members. Semi elliptic springs are used, and the brakes should be exceptionally powerful, having 13 inch Elektron drums with high chromium cast iron liners. The steering is of the Marles-Weller type with a divided track-rod.
There will be two main models, the K1 and 2 chassis, the "touring" edition, with a specification as above, the K1 having a wheelbase of 9ft., while the K2 is 14 inches shorter. The price of both is £315, with normal gear box, £25 being charged for a Wilson pre-selective gear box. Then the sports and racing types are the K3 unsupercharged and the K3 supercharged, and in both cases certain differences occur in specification from the K 1 and K2, as follows. The "blown" model has a No. 9 Powerplus supercharger, which is driven off the front end of the crankshaft through a flexible joint, the vanes running at ¾ engine speed.
On both K3 models the petrol feed mechanism of pipes from the rear tank is duplicated, and the two petrolift pumps are controlled by a change-over switch on the dash. An external exhaust pipe is used. The gear ratios are optional, according to the back axle ratio chosen, and incidentally a straight bevel final drive rear axle is utilised.
The coachwork is an attractive range, including a 4-seater, a 2-seater, a saloon, and the 2-seater racing model.
The Magnette is a most welcome addition to the ranks of sports cars, and we look forward to a road test of the car in the near future with great interest.
The prices are :
K1. Long chassis £315
K2. Short chassis £315 (Pre-selector box £25 extra)
K3. Unsupercharged £475
K3. Supercharged £575 (Equipped with pre-selector box)
K. 2-seater sports £360
K. 4-seater sports £385
K. Pillarless saloon £445
K3. Racing 2 seater unsupercharged £595
K3. Racing 2-seater supercharged £895
 

           
           

   

Races:
  Event: Entered: Raced: Finished: Best results:
15.05.1932 Brooklands Whitsun Sprint Handicap         E. R. Hall 747 c.c. 1st -
15.05.1932 Brooklands Notingham Long Handicap         R. T. Horton 747 c.c. 1st -
            R. T. Horton 747 c.c. 1st -
15.05.1932 Brooklands Senior Mountain Handicap         R. T. Horton 747 c.c. 2nd -
3-4.06.1932 Brooklands 1000 Miles Race 9 9 2/6   Norman Black / R. Gibson Midget 746 cc 3rd 500-750 1st
            Cyril Paul / H.R. Jeffress Midget 746 cc 6th 500-750 2nd
France 18.06.1932 24h Le Mans 2 1 0 32 Samuelson / Black Midget C fail. -
10.07.1932 Spa 24 Hours 1 1 0 62 Clifford Midget fail. -
17.07.1932 German GP 3 2 1 84 Hamilton Midget C - 350-800 1st
20.08.1932 Tourist Trophy 11 9 2 34 E.R. Hall Midget 3rd 500→750 1st
          36 J. G. C. Low Midget 746 cc 10th 500→750 2nd
10.09.1932 Brooklands Senior Short Handicap         T. Horton 747 c.c. (s) 1st -
10.09.1932 Brooklands Junior Mountain Handicap         H. C. Hamilton 747 c.c. (s) 2nd -
10.09.1932 Brooklands Senior Long Handicap         T. Horton 747 c.c. (s) 2nd -
24.09.1932 500 Miles Brooklands 10 9 4 11 R.T. Horton / J.H. Bartlett Midget 746 cc (s) 1st Class H 1st
          5 Norman Black / R. Gibson Midget 746 cc (s) 6th Class H 2nd
          3 G.W.J.H. Wright / W.M. Couper Midget 746 cc (s) 7th Class H 3rd
          4 Low / G. Balmain Midget 746 cc (s) 9th Class H 4th

G. E. T. Eyston (Midget) in 500 Mile Race at Brooklands.

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
  29.07.1932 Coupe des Alpes           Magna  
            Zust Magna  
            Watkinson Magna  
              Magna  
            Thorpe Midget  
Records:
Class: Track: Driver: Record: Speed:
501-750 cc (H) Brooklands E.R. Hall 1 kilometre (s) 67.21 m.p.h.
501-750 cc (H) Montlhéry G.E.T. Eyston 1 kilometre (f) 120.56 m.p.h.
501-750 cc (H) Brooklands E.R. Hall 1 mile (s) 74.74 m.p.h.
501-750 cc (H) Montlhéry G.E.T. Eyston 1 mile (f) 120.56 m.p.h.
501-750 cc (H) Montlhéry G.E.T. Eyston 5 kilometres (f) 120.52 m.p.h.
501-750 cc (H) Montlhéry G.E.T. Eyston 5 miles (f) 116.71 m.p.h.
501-750 cc (H) Montlhéry G.E.T. Eyston 10 kilometres (f) 117.42 m.p.h.
501-750 cc (H) Montlhéry G.E.T. Eyston 10 miles (f) 114.46 m.p.h.
501-750 cc (H) Montlhéry G.E.T. Eyston 50 kilometres (s) 98.71 m.p.h.
501-750 cc (H) Montlhéry G.E.T. Eyston 50 miles (s) 99.83 m.p.h.
501-750 cc (H) Montlhéry G.E.T. Eyston 100 kilometres (s) 100.31 m.p.h.
501-750 cc (H) Montlhéry G.E.T. Eyston 100 miles (s) 101.09 m.p.h.
501-750 cc (H) Montlhéry G.E.T. Eyston / Wisdom / Denly 1000 miles (s) 69.19 m.p.h.
501-750 cc (H) Montlhéry G.E.T. Eyston / Wisdom / Denly 2000 miles (s) 69.95 m.p.h.
501-750 cc (H) Montlhéry G.E.T. Eyston 1 hour (s) 101.11 m.p.h.
501-750 cc (H) Montlhéry G.E.T. Eyston / Wisdom / Denly 24 hour (s) 70.61 m.p.h.
Motor Sport March 1932
THE MIDGET'S 119 M.P.H.
EYETON'S CROWING ACHIEVEMENT AT PENDINE

ONE of the most remarkable things about the latest M.G. effort of reaching nearly 120 m.p.h. for the mile and kilometre, is the fact that the conditions were anything but favourable, and there is little doubt that, given improved conditions, the speed would have been even higher.
As it is, the performance is one of which anyone interested in the progress of engine design must be very proud to see accomplished by a British car and driver.
Also in this case the driver has had so much to do with the technical side of the record, that it is a two-fold triumph for him.

The car was a specially built single-seater with offset transmission, arranged with the axle gearing on one side, so that the driver could sit between the cardan shaft and the frame of the car.
A solid axle was employed to reduce wheelspin, and the car gave no trouble. Weather conditions were bad, and the sand was heavy in parts, causing some drag in certain places on the car's record runs.
Talking it over with Eyston after the event, we asked him if the heaviness of the sand would not be worse for actual speed on such a small car than on a good hard track. His opinion, however, is that the advantage of the fiat level surface of the sand outweighs the disadvantage of its rather higher resistance to the car's progress. He explained that although when resting on a wet beach the car tended gradually to sink in, when at speed it was on each part of the surface for too short a time for the drag to be appreciable.
His chief troubles were caused by the temporary failure of the electrical timing apparatus, which meant that Eyston had to wait three hours in the car while things were put right, during which time it was very trying having to keep the car warmed up, waiting for the start.
Then the first run was completed and the apparatus failed to register owing to lack of oil. However, all was well at last, and the highest speeds ever made with a 750 c.c. engine were officially recorded.
The actual mean speeds were :—
Mile : 118.39 m.p.h.
Kilometre : 118.36 m.p.h.
A very wonderful achievement.
Motor Sport March 1932
Motor SportJanuary 1933
AN ASTOUNDING SERIES OF RECORDS.
All International Class H Records now held by M.G.

IT seems only a short time ago that the motoring world was astounded at the news that G. E. T. Eyston had succeeded in reaching a speed of 100 m.p.h. in a 750 c.c. M.G. Midget. Actually, it was two years ago, and a year later, last February, he raised these figures at Pendine Sands to the phenomenal speed of 118.38 m.p.h. Now he has gone one better, and last month achieved the distinction of being the first man to travel at more than two miles a minute in a 750 c.c. car.
The record attempt took place at Montlhery, and the car used was the very same " Magic" Midget with which the 118 m.p.h. record was made at Pendine. For the new attempt, however, certain modifications were made, notably to the exterior surface of the car, in order to obtain still better streamlining. Discs covering even the hub-caps were fitted to the wheels, not only to cut out the wind resistance of the hub cap itself, but to prevent the wind, "broken" by the front edge of the wheel being allowed to return and meet the rim at the rear edge.
Probably the most startling change, though, was in the fact that the cockpit was completely enclosed in a safety-glass "conning-tower," thereby giving a greater degree of smoothness in the top line of the body. Holes in the safety glass provided ventilation. In addition, a new undershield was fitted.
On the first day out the "Magic" Midget proved to be in great form, beating five International Class H records, all of which were previously held by the same car and driver. These were, the flying kilometre and mile at 120.56 m.p.h., the 5 kilometres at 120.52 m.p.h., the 5 miles at 116.71 m.p.h. and the 10 kilometres at 117.42 m.p.h.
A regular M.G. raid on records was thereby initiated, and the intention was to get every record in Class "H" for the M.G. concern. Accordingly, a few days later a standard J.3 Midget was brought out onto the Track, and in the hands of G. E. T. Eyston, T. H. Wisdom and A. Denley, proceeded to accomplish the second part of the attack, namely the 1,000 miles, the 2,000 kilometres and the 24 hours records.
For 4½ hours all went well, and then the little green car failed to put in an appearance. It was seen to have stopped on the far side of the track, and then the driver began to push it into the pits, where it was found that a petrol pipe had broken, After a delay of 26 minutes the car was off again. At last the end of the 24 hours drew to an end. Once, again the M.G. had triumphed, for all three records were taken at the following speeds, 1,000 miles at 69 m.p.h., the 2,000 kilometres at 69.95 m.p.h., and the 24 hours at 70.6 m.p.h.
Finally, at 6.30 a.m, on the next day the "Magic Midget" appeared once more, and set out to clean up the bag of records in Class "H". Eyston drove first, and lapping steadily at about 95 m.p.h., broke the 200 km., the 200 Miles and the 3 hours records comfortably, the car running, well within its limits. Then Denley took over, and records thereafter fell like ninepins throughout the day, until at 6.30 p.m. in the evening the car had taken for the M.G. concern the last remaining record in its class. On this run the following records were broken:—
200 kms 95.52 m.p.h.
500 kms 91.77 ,,
1,000 kms 91.77 ,,
200 miles 95.02 ,,
500 miles 92.50 ,,
1,000 miles 88.36 ,,
3 hours 94.59 ,,
6 hours 92.79 ,,
12 hours 86.67 ,,
No praise can be too high for this amazing series of new records, for the M.G. Midget is the first car to hold all records in any International Class. British light car prestige, always high on the Continent, has been given a tremendous fillip, for French and German motorists are astounded at the car's performance.
No account of the Midget's achievements would be complete without a tribute to George Eyston, who holds, either alone or as leader of a team, 22 out of the 24 Class H records, the other two being held by E. R. Hall.
These records are nothing short of marvellous.. B.P. Plus petrol, Castrol oil, Dunlop tyres, Jaeger instruments and K.L.G. Plugs were used.