NEW M.G. MIDGETS
NEW M.G. MIDGETS “P” TYPE WITH THREE BEARING CRANKSHAFT REPLACES THE “1” SERIES.
THE M.G. Car Company announce for March an attractive range of 850 and 750 c.c. models which mark a further advance in the production of small sports cars. Retaining the underslung chassis which proved so successful in the” J” series, the engines, transmission, and brakes have been improved and strengthened, and slight modifications in the coachwork have further improved the line of the ” J ” type coachwork.
The engine is entirely new. The crankshaft is now carried on three bearings, while the cylinder-head follows the design of the Magnette with a large diameter camshaft carried well above the casting. In this way the size of the water-spaces in the head has been much increased while the cams and camshaft are very substantial. The camshaft is driven by a vertical shaft at the front of the engine combined with the dynamo, with bevel drive top and bottom. The valves are operated by the usual fingers, and 14 m.m. sparking plugs are naturally retained.
The oil filler is situated on the valve cover, covered by a movable plate four inches in diameter which swings aside. All the oil passes through a Tecalemit oil filter in addition to the usual gauze strainer in the smnp.
Two semi-downdraft S.U. carburetters are used, fed by an S.U. electric pump, and coil ignition is standard.
The engine is suspended on rubber mountings at three points. A stiff crossmember braces the frame behind the radiator, and the centre part is split horizontally to carry the nose of the crank-case. A bracket from the crankcase carries the radiator, and a stiff plate from the top of it to the cylinder block completes the mounting, so that no flexing of the chassis can effect it. The gear-box is mounted in unit with the engine. The clutch has been strengthened and the bottom gear-ratio has been lowered for competition-work and emergencies. Third gear is a silent-running ratio with constant-mesh pinions. And open propeller-shaft with Hardy Spicer universal joints is used, and the back axle is now fitted with a four star-wheel differential to stand up to the increased power of the new engine. Luvax hydraulic shock-absorbers are fitted to the back axle,
while the friction-type are used in front.
The chassis follows the lines of the” 3″ type, upswept in front and underslung at the rear, but has been extended to support the petrol tank and the spare wheel.
Two tubular stays from the chassis carry a dummy Rudge hub which will take either one or two wheels, and the knock-on cap is a great improvement over the metal straps fitted last year.
Twelve-inch brakes are used on the 1934 cars, operated by encased cables. The racing-type hand-brake lever has been retained.
Some alterations have been made in bodywork and equipment. The front wings are stayed by a tube which passes through rubber bushes in the radiator shell, with further bushes where it is fastened to the wings. The bottom stays are also mounted on rubber bushes, so that wing-rattle is positively prevented. The Lucas headlamps have been increased in size and are now chromium-plated. They are carried on the cross-bar. The starting-hamlle may now be used without removing the dumb-iron fairing.
Direction-indicators are fitted in the scuttle, operated by two push-buttons on the facia-board. The board itself is made of polished wood which is attractive in appearance and avoids the reflection experienced with the aluminium dashes. A large rev.-counter is fitted in front of the driver, and carries a scale giving the car’s speed on top gear. Trip and season mileages are given through small windows in the plaque in the centre of the faciaboard which also carried the horn-button and the dipping switch. The handle of the reserve petrol tap projects alongside the steering wheel. The main electric controls are carried in front of the passenger, with the oil guage.
The windscreen, which is fitted with Triplex toughtened glass, folds flat on the scuttle, and an electric windscreen wiper is standard.
The squab of the two-seater ” F” type cars is supported by notched and slotted plates with bolts and wing-nuts secured in the sides of the body. This does away with the cross-bar behind the seat and affords more easy access to the luggage locker. The main seats adjustment is made by bolts passing through drilled plates.
The four-seater gives more room than last year’s J.1 and large foot wells in the back ensure the comfort of the rear passengers.
In a short test of the new two-seater, we were particularly impressed by the smoothness of the engine, which run up to 6,000 r.p.m., although 5,500 is the highest figure recommended, without a trace of period. The clutch was light and smooth, and the new gear-lever gate with a reverse catch is a useful improvement.
It was not possible to attain a high speed in the short time available, but 65 was reached very comfortably on a short stretch of straight road, and close on 60 m.p.h. in third gear. Suspension was good, and the brakes smooth in action and exceptionally powerful when required. The steering seemed to have an ,increased caster-action, and gave confidence without loosing any of its former lightness. The” F” type chassis is a worthy successor to the ” J ” series, and will appeal
even more strongly to the sporting en(four seater) £240. The price of the thusiast and fast motorist. The P2 P4, the supercharged racing car, has not (two seater) costs £220 and the PI yet been decided.