BUYING GUIDE
MG started out as a private holding of William Morris (later Lord Nuffield), and MG’s Managing Director Cecil Kimber enjoyed considerable freedom in how the company was run. As well as some seriously large and luxurious tourers, this helped create a bewildering flow of much smaller models with serious sporting credentials and revvy Wolseley-derived overhead cam four and six-cylinder engines. MG also carved out an enviable motorsport record with cars like the C and P-Type Midget and the K3 Magnette.
All of this came to an abrupt end in 1935 when Morris sold the MG Car Company into his Morris Motors empire. From then on Kimber’s independence was severely curtailed, and MG was forced to rationalise in the pursuit of profits. In truth, this change probably saved the marque, but enthusiasts were not to know that in 1936 when they first saw the new TA and snorted with disgust at its OHV pushrod engine.
However, attitudes soon changed. This long-stroke 1292cc MPJG engine was not much good for competition, but power came in well down the rev range and it had ample torque, making it far less stressful than the high-revving 939cc OHC unit of the earlier PB and better suited to regular road use. The TA had other advantages over the previous Midgets too – it was bigger all round, featured hydraulic brakes, a belt-driven pump for the coolant and Luvax lever arm dampers at each corner.
The TA sold steadily rather than spectacularly, a total of 3003 finding new homes between 1936 and 1939. It was replaced in May 1939 by the TB, which looked essentially the same but introduced thethanks to its stronger block, more efficient cylinder head and counterbalanced crank. However, the outbreak of WW2 ended TB production prematurely after a mere 379 cars had been built.
