18 minute read
MG MIDGET – WHICH IS BEST?
Midget gems
Over six decades since it first appeared, the humble Midget remains one of the most enjoyable and affordable ways into MG ownership. But which generation makes for the best no-nonsense buy?
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lthough it became one of the most successful MGs of alltime, the Midget was never intended to wear the famous octagonal badge at all.
Developed through a tie-up with the British Motor Corporation (BMC) and the Healey Motor Company, the small sports car was a spin-off from the deal that brought us the
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“Big Healey ” sports cars, with the smaller car being spun-off from the mechanical components of the Austin A35 in order to give BMC a bargain basement roadster based on a similar formula to the bigger cars.
The recipe was simple: take the engine and gearbox from the A35, add a Morris Minor steering rack and install them in a Healey-designed chassis with a simple sports body.
The result was the Frogeye Sprite, unveiled to great acclaim in 1958 and an immediate sales success, at the time the cheapest four-cylinder sports car on the market at £455. The standard car really did take the idea of basic to the limit: there wasn’t even an opening boot lid while heater, front bumper, tonneau, rev counter and even screen washer were on the options list.
The Sprite’s construction was unusual, in that it was a kind of hybrid between a body-on-chassis and monocoque bodyshell. Box structures ran from the front of the central tub with an outrigger for the front suspension and steering. Two longitudinal structures connected this to a second crossmember under the scuttle, with the sills and propshaft tunnel connecting to the rear structure
supporting the axle and suspension. We’ll come to this later, but it does tend to create some interesting rot-spots over six decades on!
Originally, production was slated for the then sprawling Austin plant at Longbridge, but its unique design made it impossible to build alongside the A35 as the engine needed to be lowered in from above, and the A35 production line wasn’t able to accommodate this. There was, however, a lot of unused capacity at Abingdon, with MGA sales slowing right down and the MGB not yet launched. As such, the decision was taken by BMC to build the new car – the Austin-Healey Sprite – at the MG plant.
The Mk1 Sprite with its distinctive one-piece bonnet and those ‘Frogeye’ headlights remained in production until late 1961, when the design was refined and the unusual looks made more conventional, moving the headlights out to the wings and adding such luxuries as an opening boot lid. At the same time, BMC identified an appetite for a new small MG – a spiritual replacement for the wooden-framed T-Type Midgets.
So, in the summer of 1961, an MGbadged version of the car was launched, the idea being that the Midget would be slightly less basic than the AustinHealey. The MG Midget as we know it was born.
Mk 1 (1961-64)
Introduced in June 1961, the original Midget was essentially a slightly more expensive, badge-engineered version of the Mk 2 Austin-Healey Sprite Deluxe and differed from the Sprite only in grille design, improved interior trim, better instruments and added external polished trim to justify its higher price.
Mechanically the car was identical to its Austin-Healey counterpart, retaining the rear suspension using quarterelliptic leaf springs and trailing arms
The engine was a 948 cc A-Series with twin SU carburettors producing 46bhp at 5,500 rpm and 53 lb ft of torque, with seven-inch drum brakes and rack-andpinion steering. It was still a very basic car despite being ‘ posher’ than the Sprite, with no door handles (or locks) and sliding Perspex windows, steel wheels and a very basic hood frame. Options included a heater, luggage rack and a radio, though the latter was very expensive and rarely specified.
The purest Midget is sought after by collectors today, as it was only produced for 16 months. In October 1962, the engine was increased to 1,098cc, lifting the power output to 56bhp and increasing torque slightly to 62 lb ft.
To cope with the extra power, the front drum brakes were replaced with discs, while 13-inch wire wheels were offered as a factory option, such was the trend of the time. A total of 25,681 Mk 1 Midgets were produced, of which 9,601 had the 1,098cc engine.
The Mk 2 appeared in 1965 and represented a step forward, with the main external changes being to the doors, which acquired wind-up windows, swivelling quarter lights, external handles, and separate locks.
The windscreen frame was strengthened and the glass curved for safety, and a beefier roof frame was introduced to give the car more allweather capability.
Inside, the cabin was made more comfortable, with a revised dash and better instrumentation, though it was still a fairly basic car, such was its appeal.
There was also a big change underneath, with the rear end redesigned to accommodate semielliptic rather than quarter-elliptic leaf springs, the net result being a more pliable ride and more predictable handling from the live axle rear. Mk2s also got engine revisions, with a new three-branch manifold, larger inlet valves and improved porting, strengthened main bearings and a power increase to 59bhp.
A total of 26,601 Mk2s were made in a production run spanning 18 months.
With the A-Series engine undergoing significant development, BMC had increased the capacity to 1,275cc for the Mini Cooper – a car that was thriving in competition and was proving just how flexible and versatile the A-Series powerplant was.
The Midget was given the new engine in 1966 with the launch of the thirdgeneration of the model and fourth-gen Austin-Healey Sprite. But BMC kept a little something back, and rather than the 75bhp ‘full-fat’ 1,275cc engine used in the Cooper, the Midget had a 65bhp derivative with a reduced compression ratio.
The Midget used the 12G940 cylinder head casting that was common to other BMC 1300 cars, whereas the Cooper 'S' had a special head with not only larger inlet, but also larger exhaust valves. The detuned engine was used for reasons of model range placement – with the Cooper 'S' spec engine, the Midget could have been faster than the more expensive MGB. Indeed, many owners went on to make them such.
As well as the larger engine, the car got revised clutch and brake hydraulics with a separate master cylinder fitted for the clutch.
Other changes included a permanently attached roof – a switch from the folddown or removable canvas top from the Mk 2. It was a lot prettier with the roof up, too, answering criticisms of the upright ‘top hat’ appearance of the Mk 2’s hood.
A raft of changes was introduced for US-market cars in 1967 that were later introduced on UK and European models as part of a rationalisation programme. These included a padded dashboard rail and a collapsible steering column, along with revised, smaller dials to fit inside the thicker dash frame.
From late 1968, the rear axle ratio was revised to give more refined cruising and better fuel economy, though no Midget was ever thirsty and all are capable of over 40mpg even if driven spiritedly.
In late 1969 ahead of the 1970 Model Year, the Midget was revised further and acquired a recessed black radiator grille and black-painted sills, along with corporate ‘British Leyland’ badges following the merger of BMC with Leyland the previous year. The rear taillight design was also modified to match the look of the MGB and the choice of steel or wire wheels were replaced by one design – the famous Rubery Owen ‘Rostyle’ sports wheel.
Wire-spoked wheels were soon reintroduced as an option due to high buyer demand.
The first few 1970 Midgets also had a matt black windscreen surround, though this was quickly shunned by buyers and the bright finish made a comeback after just a few short months, making these early 1970 MY cars quite sought-after as MG rarities.
Meanwhile, the BMC-Leyland merger brought to an end the relationship between the larger company and the Healey Motor Company, which left its long-standing relationship with BMC to form an alliance with the Jensen Motor Company – which tried (and ultimately failed) to take on the MGB with the illfated Jensen-Healey.
The Austin-Healey Sprite, then, disappeared but by now the Midget had become by far the more popular model, outselling the Sprite by a ratio of 10 to one.
The final big change for the Mk 3 came in 1972, when the body was revised and the squared-off rear wheel arches were replaced by round ones, which allowed the fitment of fatter tyres and made the Midget more popular in competition. The round-wheel-arch or RWA cars also gained a lower-geared steering rack from the Triumph Spitfire, a benefit of the British Leyland tieup. From 1973 onwards, the original dynamo charging system was replaced with a Lucas alternator, a much better system and a common retro fit modification.
The final change came in 1974, with overriders fitted to the front bumpers to meet new US impact regulations.
Unsurprisingly, given its longer production run, the Mk 3 was the bestselling Midget of the lot, with 100,256 being produced over eight years.
Midget 1500 (unofficially, Mk 4) (1974–80)
The strongest visual change to the Midget occurred in 1974 when changes were mandated if MG was to continue selling cars in the USA.
To meet stringent regulations set put by the National Traffic Safety Association (NTSA) , the delicate chrome bumpers and grille of the original Midget were replaced with a single piece polyurethane ‘beak’ , while the ride height of the car also had to be raised in accordance with lighting regulations that dictated the lenses must be a certain height from the ground.
To cope with the increased centre of gravity caused by the additional ride height, the Midget also gained anti-roll bars to keep its topsy-turvy new self in check.
A matching black plastic bumper was added to the rear of the car, and the square wheelarches made a return to try and disguise the extra height of the car at the back. The overall look was quite significantly different to the essence of the original Midget.
But the changes didn’t just end there. As well as the visual and suspension modifications, the entire drivetrain of the Midget was revised and the original A-Series engine replaced by the 1,493cc Triumph engine as found in the Spitfire and Dolomite, attached to a modified Morris Marina gearbox. It was British Leyland parts bin engineering at its finest.
The increased displacement of the new engine meant it could be detuned to match Federal emissions restrictions. US market cars were strangled by a single carburettor, air pumps, EGR valves and catalytic converters and could barely muster 50bhp, but in the UK the Triumph engine brought some benefits, notably a 0-60 time of below 12 seconds and a top speed in excess of 100mph, as UK cars ran the engine in standard 65bhp tune with twin carbs.
The last Midget 1500 was made on December 7, 1979, after 73,899 of the model had been made. The last 500 British-market cars were painted black. However, despite the end of production being late 1979, a few Midgets remained unsold in dealerships as late as 1981, with the model unable to hide its age. A design of over 20 years old in a rapidly evolving car market was by now sadly pout of its depth, and it was only a love of the MG brand among the British and American car-loving public that sustained it for so long.
Key buying checkpoints
Corrosion and body condition are the main things to check for as most mechanical faults are easy to sort.
Key areas to check are: ■ Rear spring mountings - early cars with quarter elliptic springs are more vulnerable to corrosion as all the stress of the mounting is taken up in one area at each side of the car, but spring mount areas on later cars can also be weak. Make sure you inspect the underside thoroughly.
■ Rear wings and inner arches –these are quite often rusted away, pay particular attention to the area behind the back of the rear wing where it is a double skin and meets the boot floor. Also check the boot floor itself.
■ Sills – there’s a very good chance these have been replaced at some point. Look for misalignment and bad door fit as a sign to whether or not they have been done properly. As an open top car, the sills are a very important part of the body structure. Any signs of bodged repairs or patching up isn’t good news.
■ Bonnet - due to its design and the way it is held open, the whole assembly flexes, which causes stress in the front of the bonnet, the end of the bonnet therefore tends to rot. The lower front panel is also prone to corrosion along with the lower parts of the wings.
■ A-pillars – there very susceptible to rust, as they are a water trap. And if corrosion gets a grip here, then any repairs are likely to be very involved and rather expensive!
■ Engines – there’s little of concern here other than general inspection, whether it’s the A-Series or the Triumph engine. Both are tough and dependable but will require occasional overhauls. Listen for timing chain rattle and look for excessive smoke, but don’t discount a car that needs mechanical work if the body is good. It’ll be far less expensive to get the engine fixed up.
Check the lower panel on the front below the radiator grille Central floor normally holds up well due to oil leaks provding protection! Rear spring mounting areas are prone to corrosion and are safety critical
Rust can also eat its way through the lower part of rear wings Lower wings and leading edge of sills are common rot traps Be sure to check the sills along their entire length
Mechanically, a Midget should throw up very few major problems Rear wings can also corrode around arches, an indicator of worse below The leading edge of the bonnet is a common place to find bubbling
Which one is best?
There are reasons to like all four generations of MG Midget. With the earlier cars, it' s the simplicity and design purity that stand out, and a Mk 1 will always be collectible as it' s the most original and least diluted of the breed.
At the opposite end of the scale, the 1500s are still extremely popular, partly because they are fun and easy to improve, and also because they remain the most accessible Midgets in terms of price point. As a first-time classic car, they ’re a very popular choice and for a thoroughly good reason.
Mk 2s make a lovely choice of classic car because they retain the simplistic nature of the Mk 1, but are just that tiny bit more usable thanks to the addition of wind-down windows and door locks, as well as that all-important weatherproof roof.
But the real star of the Midget line-up has to be the Mk 3. The combination of the improved cabin, uprated handling and 1,275cc engine make it not only the most usable of Midgets but also the easiest to tune, whilst there’s also a strong argument that the looks of the round wheel arch models are slightly more appealing. Of all of the Midgets, it' s the one that' s got the lot.
There isn't a Midget that' s a bad choice in terms of being fun to own or easy to look after, but the Mk 3 is our pick of the bunch.
Price guide
Prices for Midgets are all over the place, but it remains one of the most affordable ways into classic MG ownership with the entry level price for a project 1500 being around the £1,500 mark – with basket cases being even cheaper.
For something you can use, though, 1500s are available from around £3,000 upwards, £4,000 being the start point for a workable Mk 2 or 3. Mk 1s, albeit the least practical and usable Midget derivatives, are more collectable thanks to their purity and rarity so bank on £5,500 upwards for a runner, and you can double it for a good one.
Really good examples are starting to command proper money these days and even a 1500 will get £7,000 if properly presented to the market, while a great example of a Mk 2 or Mk 3, which tend to command similar values across the board, will be £10,000-plus. Mk 1s are valued similar to 2s and 3s but attract more of a collectors’ market than a users’ one. For a concours Midget, you’ll need at least £15,000 for a full-on high end show car.
It’s a big change from just four or five years ago when values were half that, but the Midget’s popularity is on the rise, helped no doubt by the amazing parts availability, ease of ownership and terrific club support there is for the model.
Useful contacts
■ Mike Authers, MG Midget specialist – www.mgmidgets.com ■ MGOC Spares – www.mgocspares.co.uk ■ Brown and Gammons – www.ukmgparts.com ■ Moss Europe – www.moss-europe.co.uk ■ Rimmer Brothers – www.rimmerbros.com ■ Sussex Classic Parts – www.sussexclassiccar.co.uk ■ MG Owners Club – www.mgoc.co.uk ■ MG Car Club – www.mgcc.co.uk ■ Midget and Sprite Club – www.midgetandspriteclub.com
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