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1960 MG A news, pictures, and information | ||
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 |  |  | Roadster Chassis Num: 66314 |
This MG has been owned by the Willis family since new and only has 31,501 miles on the speedometer. The restoration was truly a family affair and was completed in 1999.
 |  |  | Roadster Chassis Num: GHNL 88932 |
 |  | Coupe Chassis Num: GHDL77153 |
| Sold for $22,000 at 2007 RM Auctions. | ||
The MGA Roadster was introduced in 1955 and featured a streamlined and aerodynamic body that was modern and attractive. The XPAG power plant was retired and in its place was a modern B-Series engine which had made its debut in the Magnette saloon.
Prior to the official launch of the MGA, three aluminum bodied prototypes of the sports car were entered into LeMans. They finished in fine fashion, with a fifth and sixth in their class.
By Daniel Vaughan | Mar 2012
 |  |  | Coupe Chassis Num: YD2 / 2573 |
In April of 1960, the factory decided to discontinue production of the twin-cam model. They were originally to be shipped back to Europe to continue competing in the 1960 World Championship for Sports Cars but they were left with Hambro Motors and subsequently sold.
UMO95 had a successful post-Sebring Race record in both SCCA and Vintage Racing before being retired in the late 1980s.
 |  |  | Coupe Chassis Num: UMO93 |
 |  |  | Roadster |
The MGA began production in 1955. The styling and mechanics were different from previous MG models. The public had been given hints of its new design during the 1951 Le-Mans 24 hour endurance race. The car was driven by George Phillips and was actually a TD Midget with body modifications.
The XPAG engine that had power many previous MG's was replaced by a new power-plant. This 1489 cc four-cylinder, B-series engine provided between 68 and 72 horsepower. The BMC B-series unit had made its debut in the MG Magnette saloon and proved to be a reliable and powerful engine.
To create enthusiasm for the cars prior to release, three aluminum bodied prototypes were created and dubbed EX182. They were entered into the Le Mans race where they finished fifth and sixth in their class. This epic achievement gave the MGA racing credibility and mechanical reliability.
The styling of the car was undeniably elegant. Its aerodynamic design and two-seat open-body was stylish and sporty. The vehicle sat very low to the ground providing an excellent center of gravity. This improved the handling and cornering ability. The chassis was a modified TD Midget unit with widely spaced side rails allowing for a low-seating position.
In the rear of the vehicle was a spare wheel mounted on the upper portion of the outside of the vehicle. Underneath was adequate trunk-space for luggage. At the front of the vehicle sat the engine.
Steel disc wheels were standard equipment but centre-locking wire wheels could be substituted at an additional fee. Since the car had an open top, it was subjected to the elements. A hard-top could be purchased making the vehicle more versatile.
A coupe version quickly followed and offered features such as wind-up windows, soft-top version, and other amenities that helped appeal to a wider customer base. To stay competitive on the race track, the MGA twin-cam version was introduced in 1958. This high performance version could be driven to the race track, race, and then be driven home. The engine had been modified with aluminum components, twin overhead camshafts, and dual SU carburetors. These enhancements increased the horsepower rating to 110 and the overall top speed to 115 miles-per-hour. Disc brakes replaced the drums which not only made the car more competitive, it made it safer. Unfortunately, the vehicle suffered from reliability issues and did not hold up well to the strain of racing. So in 1960, MG discontinued its production.
In 1959, MG introduced the MGA 1600's and offered them in coupe and open form. These were the standard MGA cars but with 1588 cc B-series pushrod engines. Drum brakes were used in the rear of the vehicle, but disc brakes were placed in the front.
In 1961, the MGA 1600 MKII was introduced. It featured a 1622 cc. B-series engine that was capable of producing 93 horsepower. 100 miles per hour was easily achieved by the MKII. Minor aesthetic changes were made to the front and rear of the vehicle.
In 1962, MG ceased production of the MGA. Nearly 100,000 examples had been produced during its life span making it the longest-running and best-selling MG. The success of the vehicle was in part to its styling, racing history, performance, and its competitive pricing. Many of the MGA's produced were exported to the United States. In the end and after so many years, the MGA was having trouble staying competitive with models offered by other manufacturers.
By Daniel Vaughan | Jun 2006
For more information and related vehicles, click hereThe XPAG engine that had power many previous MG's was replaced by a new power-plant. This 1489 cc four-cylinder, B-series engine provided between 68 and 72 horsepower. The BMC B-series unit had made its debut in the MG Magnette saloon and proved to be a reliable and powerful engine.
To create enthusiasm for the cars prior to release, three aluminum bodied prototypes were created and dubbed EX182. They were entered into the Le Mans race where they finished fifth and sixth in their class. This epic achievement gave the MGA racing credibility and mechanical reliability.
The styling of the car was undeniably elegant. Its aerodynamic design and two-seat open-body was stylish and sporty. The vehicle sat very low to the ground providing an excellent center of gravity. This improved the handling and cornering ability. The chassis was a modified TD Midget unit with widely spaced side rails allowing for a low-seating position.
In the rear of the vehicle was a spare wheel mounted on the upper portion of the outside of the vehicle. Underneath was adequate trunk-space for luggage. At the front of the vehicle sat the engine.
Steel disc wheels were standard equipment but centre-locking wire wheels could be substituted at an additional fee. Since the car had an open top, it was subjected to the elements. A hard-top could be purchased making the vehicle more versatile.
A coupe version quickly followed and offered features such as wind-up windows, soft-top version, and other amenities that helped appeal to a wider customer base. To stay competitive on the race track, the MGA twin-cam version was introduced in 1958. This high performance version could be driven to the race track, race, and then be driven home. The engine had been modified with aluminum components, twin overhead camshafts, and dual SU carburetors. These enhancements increased the horsepower rating to 110 and the overall top speed to 115 miles-per-hour. Disc brakes replaced the drums which not only made the car more competitive, it made it safer. Unfortunately, the vehicle suffered from reliability issues and did not hold up well to the strain of racing. So in 1960, MG discontinued its production.
In 1959, MG introduced the MGA 1600's and offered them in coupe and open form. These were the standard MGA cars but with 1588 cc B-series pushrod engines. Drum brakes were used in the rear of the vehicle, but disc brakes were placed in the front.
In 1961, the MGA 1600 MKII was introduced. It featured a 1622 cc. B-series engine that was capable of producing 93 horsepower. 100 miles per hour was easily achieved by the MKII. Minor aesthetic changes were made to the front and rear of the vehicle.
In 1962, MG ceased production of the MGA. Nearly 100,000 examples had been produced during its life span making it the longest-running and best-selling MG. The success of the vehicle was in part to its styling, racing history, performance, and its competitive pricing. Many of the MGA's produced were exported to the United States. In the end and after so many years, the MGA was having trouble staying competitive with models offered by other manufacturers.
By Daniel Vaughan | Jun 2006
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| MG: 1950-1960 |
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| Other models by MG |
| C K-Type L-Type | M-Type Magnette MGA | MGB Midget Model J | Model P N-Type SA | T-series TC VA | Y-Series MG |
