The MG WA succeeded the SA series in the summer of 1938 with production being brief as the outbreak of World War II brought its demise the following year. The well-equipped WA is considered by many to be the most luxurious MG ever constructed, as well as the largest and heaviest car up to that point.

The WA was similar to the SA but with a wider track at the rear accommodating larger coachwork. It had a 123-inch wheelbase (the same as the SA) and measured 194 inches in length (an inch longer than the SA). The engine powering the SA was a tuned version of the Morris QPHG engine that it shared with the Wolseley Super Six, but with a larger displacement size of 2,288cc. In 1937, its displacement grew to 2,322cc. The height of the engine required an equally tall bonnet, however, size was minimized by the use of twin SU carburetors with dashpots mounted horizontally. This engine was used to power the WA but with a 2,561cc displacement, an increased compression ratio of 7.25 to 1, and a new balanced crankshaft. The engine was paired with a four-speed, manual transmission with synchromesh on the top three ratios. The 14-inch, hydraulic drum brakes were concealed behind wire wheels.

The rolling chassis could be fitted with catalogue coachwork that included a Tickford drophead coupe by Salmon and Sons and a four-door tourer by Charlesworth. Other coachbuilders created bespoke creations including Reinbolt of Switzerland and Kellner of Paris, among others. A saloon body was built in-house by Morris.

The WA's wider track allower for a more spacious interior, and it was better appointed than its SA predecessor with leather bucket seats, leather door panels, a wooden dashboard, a folding center armrest at the rear, and four octagonal gauges with polished surrounds.

It is believed that 369 examples of the MG WA were built.

by Dan Vaughan