Better Handling, better comfort, better wind protection, better speed -- that's how the new M.G.A.-type stacks up against the old TF.
 

O doubt the appearance of the new 1-1/2 litre M.G. sports car will creat a storm among the diehards. Until they drive it, that is. For, having tried the new M.G. on belalf of "Wheels" readers, I find it hard to see how anyone could hanker after the old car.

The modern shape pays off in performance and passenger protec-tion; in personal comfort and substantially more cover luggage space. One steps down into separately adjustable leather-upholstered bucket seats, set low between the chassis side members. There is much more room;

There's much more room in the new A-type. Notice the new wheel, the instruments, the screen. There is an arm-rest between the seats.

interior width is up to 48 in. across the seats, although external width overall is an inch less than on the TF.
There's more space for elbows and feet.
The four-spoke flexible wheel is new, and the instruments are now in circular dials (no more octagons) grouped in front of the driver. There is a 110 mph speedometer, a rev counter with a yellow segment starting at 5,500 r.p.m. and a red sector at 6,000 r.p.m., oil pressure gauge, water thermometer, and, at last, a fuel gauge. In front of the passenger is a hooded lamp for the reading of maps and route cards.
The view is unbstructed ahead across both front wings and the sloping bonnet. The detachable curved screen has small supporting struts at the corners shaped to form hand grips and excellent protection is given by the easily erected hood. This has a leather-like finish.
There are rigid side screens, with spring loaded flaps for signalling.
There is a reasonable large luggage space in the boot, above the spare wheel jack and tool kit; enough for two suitcases and some smaller packages. Maps and small packagees can go in big recesses in the doors.
It's a nimble car, this new M.G., with light, quick steering and a 28 ft. turning circle. Gear ratios are more widely spaced than on the TF, so there is not much difference in maximum speeds on first and second gear, but it takes a road speed of 70 or so in third to put the rev counter needle in the red,

For high-speed touring the standard twin carburetors (above) could quite easily be supplanted by two more on the other side of the Weslake cross flow cylinder head. This photograph by "The Motor" in England.
 
 

SPECIFICATION ENGINE 4-cylinder, pushrod o.h.v., 73.425 x 80 mm (2.875 x 3.5 in), 1489 cc (90.88 cu.in.) 8.15 to 1. Max power 68 b.h.p. at 5,500 r.p.m. Max torque 77.4 lb.ft. at 3,500 r.p.m. Two inclined S.U. carburetors. TRANSMISSION Single plate dry clutch, 8 in; hydraulically operated 4-speed gearbox with central lever. Syncromesh on second, third and top. Open propellor shaft, hypoid bevel rear axle. Overall gear ratios 4.3, 5,908, 9,520, 15.652 TO 1. Reverse 20.488 to 1. 17 mph per 1,000 rpm on top gear. SUSPENSION AND STEERING I.F.S. by coil and wishbone. Half-elliptic springs at rear. Opposed piston hydraulic dampers. Rack and pinion steering.

BRAKES Hydraulic, 21-s.* at front. Drums 10 in x 1-3/4 in. Total friction lining area 134.4 sq. in. Fly off racing type hand brake. WHEELS AND TYRES Bolt-on perforated disc wheels with 5.60-15 in. tyres. Centre lock wire wheels optional at extra cost. ELECTRICAL SYSTEM 12 volts constant voltage generator control. Coil ignition with centrifugal and vacuum spark control. DIMENSIONS Wheelbase 94 in. Track 47-1/2 (front 48-1/4 in. (rear). Overall length 156 in. Width 58 in. Height 50 in. Curb weight 1990 lb. Fuel tank capacity, 10 imp. gallons. Ground clearance 6 in.

WHEELS, December, 1955