The MG Midget: A Journey Through Its History
For classic car enthusiasts and owners alike, few vehicles embody the spirit of affordable, open-top motoring quite like the MG Midget. This plucky little British roadster, with its timeless charm and sprightly character, has carved out a special place in the hearts of those who cherish the golden age of motoring. From its origins in the early 1960s to the final MG Midget 1500 models of the late 1970s, the Midget’s story is one of evolution, adaptation, and an enduring appeal that still turns heads at car shows today. Let’s take a journey through its history, exploring what makes this little car a beloved icon among the classic car faithful.
The Birth of the MG Midget Car
The MG Midget name first popped up in the late 1920s with the M-Type, a tiny sports car based on the Morris Minor. That early Midget set the tone for MG’s reputation as a maker of affordable, fun-to-drive machines—proper little gems, they were. But the Midget we know and love today arrived in June 1961, reviving the badge after a break that followed the T-Series cars of the 1950s. The new MG Midget car was, truth be told, a badge-engineered version of the Austin-Healey Sprite MkII, born from a collaboration between MG’s parent company, the British Motor Corporation (BMC), and Donald Healey. The Sprite had already won over enthusiasts with its cheeky “frogeye” design, but by ’61, it had morphed into a more conventional shape, paving the way for the Midget’s grand entrance.
The first MG Midget, the MkI, was a simple yet endearing thing. Powered by a 948cc A-Series engine kicking out a modest 46 horsepower, it wasn’t about shattering speed records but rather the sheer joy of driving. Weighing just over 1,500 pounds, its featherlight build and nimble handling made it a hoot on twisty British backroads. The Midget stood apart from its Sprite cousin with a proper MG grille, a bit of extra chrome, and a slightly cosier interior—small touches that justified its price and won over MG fans. For classic car enthusiasts today, the MkI is a rare treat, its side screens and stripped-back design conjuring up memories of a simpler time.
Evolution Through the Decades
The MG Midget car wasn’t one to sit still. By 1962, the MkI got a bit of a boost with a 1,098cc A-Series engine, pushing power up to 56 horsepower. Front drum brakes were swapped for discs, which was a godsend for anyone who liked pressing on a bit. Then, in 1964, the MkII rolled in, bringing more polish. Semi-elliptic rear springs replaced the old quarter-elliptic setup, smoothing out the ride and taming that tail-happy nature just a touch. Wind-up windows and proper door handles made it feel less like a kit car, adding a dash of everyday usability without losing its playful spirit.
The big leap came in 1966 with the MkIII. This version brought the 1,275cc A-Series engine—pinched from the Mini Cooper S, mind you, but detuned to 65 horsepower. Why detuned? Well, MG didn’t fancy the Midget showing up its posher sibling, the MGB. Still, the MkIII was a cracking blend of zip and agility, cementing its place as a fan favourite. Over the years, it saw a few nips and tucks—a revised grille here, squared-off tail lights there in ’69, and those rounded rear wheel arches in ’72 that didn’t quite stick. For many, the chrome-bumpered MkIII cars, especially from ’72 to ’74, are the Midget at its best: classic looks with a drive that puts a grin on your face every time.
The MG Midget 1500: A New Era
By 1974, the MG Midget faced a bit of a reckoning. Tougher safety and emissions rules, especially from the Yanks, meant change was inevitable. Enter the MG Midget 1500—a car that was both a fresh chapter and the final bow for the Midget line. Out went the trusty A-Series, replaced by a 1,493cc Triumph Spitfire engine, hooked up to a Marina gearbox with synchromesh on all four gears. It still made 65 horsepower, but the extra torque gave it a gutsier feel at low revs—less of a screamer, more of a bruiser, you might say.
Looks-wise, the MG Midget 1500 was a child of the ’70s. Those big, black rubber bumpers—love ’em or hate ’em—replaced the chrome ones to meet U.S. crash standards, and the ride height went up a bit to cope. Anti-roll bars were chucked in too, though some reckon it softened the handling more than it should’ve. In the UK, twin SU HS4 carbs kept it peppy, nudging the top speed past 100 mph with a 0-60 mph time of about 12 seconds. Over in America, though, emissions kit like air pumps and a single Zenith-Stromberg carb choked it down to 50 horsepower—poor thing didn’t stand a chance.
Still, the MG Midget 1500 sold like hot cakes, with 73,899 built before the curtain fell in ’79. It carried on through British Leyland’s rocky years, and the last ones left Abingdon on 7 December 1979—500 of them painted black, a proper send-off. When the factory shut in ’80, it wasn’t just the Midget that died; it felt like the end of the classic British sports car altogether.
Why the MG Midget Endures
What keeps us coming back to the MG Midget car? For one, it’s dead easy to get into. Even now, you can snag a decent one for a few grand—the MG Midget 1500 especially, thanks to those rubber bumpers putting off the purists. Parts? No bother at all—Rimmer Bros has you covered with everything from gaskets to gear knobs, making it a doddle to keep on the road.
Then there’s the drive. It’s not fast—lord, no—but it doesn’t half feel alive. That light chassis and twitchy steering let you feel every bump and corner. Chuck it down a country lane, and it’s pure bliss—small enough to flick through tight bends, forgiving enough that you don’t end up in a hedge. Owners bang on about driving it “slow car fast”—it’s not about top speed, it’s about squeezing every drop of fun out of it.
For the tinkerers, it’s heaven. No fancy electronics or power steering—just good, honest mechanicals you can fix with a spanner and a bit of nous. The A-Series
Chris Wrigley
Commercial Manager
Chris has been a car enthusiast since the early 1990’s and got his first Triumph Spitfire in 1996, one of many classics that followed!
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