Page 40 - Wayne Carini's Guide to Affordable Classics

immediately repurposed for the new MGB. The MGB was an its tires on the pavement where they can provide grip. For those
evolution of the MGA, trading the ladder frame for a unibody design, but essentially maintaining the suspension and driveline intact. In its era, the MGB was the best-selling four-cylinder sports car of all time, selling over 500,000 units in an 18-year production life. That record was later eclipsed by the Mazda Miata, but the designers always listed the MGA as an inspiration for Mazda’s successful formula. Today, the MGA stands as a respectable and surprisingly affordable vintage sports car.
THE DRIVE
Driving an MGA is a physical, energetic experience. With no power steering, the large wheel installed at the Abingdon-on- Thames factory makes sense to give the driver leverage. A day of winding mountain roads is an intense workout that will leave your arms sore.
The BMC B-Series engine emits a throaty roar, and while the amount of engine power seems nicely balanced to the MGA’s lightweight 1904-pound curb weight, no one would call an MGA fast off the line. With the original 4.3:1 rear end ratio, 3,500 rpm in fourth gear gives you a 70 mph freeway cruising speed. The engine will happily maintain that rpm all day, but it does get loud.
The transmission in the MGA is a treat. Because the shifter drops straight into the gearbox, shifting throws are short and the gates are crisp, even over 60 years later. Drivers must remember that first is unsynchronized. You’ll want to bring the car to a complete stop before selecting first gear.
The suspension in the MGA is primitive, but it works. With no sway bars, the car may lean a bit in hard cornering, but it keeps
familiar with the breed, the MGA is a classic momentum sports car. If you get it going fast, it will stay fast through the corners.
Driving an MGA is a chance to connect with nature, because even with the top up you’re not isolated from the outside world. The convertible top will keep rain off your head, but that’s about it. The side curtains (if you even have them) have sizable gaps. The best thing is to drive your MGA on beautiful top-down days, or just resign yourself to getting a little wet. One more point: there are windshield wipers, but they don’t do much.
When it comes to a road trip, pack lightly. The trunk space is limited at the best of times, and the spare tire takes up most of the space. If you run with the top up, you gain a little bit of stowage area under the rear cowl, but we’re talking backpack-size, not carry-on bag size. There was an optional luggage rack for the trunk lid, but few cars have them.
When shopping for an MGA, the basics of good vintage car buying are all important. Check for rust, easy starting, smooth shifting, and general condition. There are a few options that were available that can plus up a car for collector purposes. If the heater has a blower fan, that was optional. Test it by pulling out on the temperature selector lever - it should have a B stamped on the end for “blower.” A telescoping steering wheel was also optional. To adjust the wheel, you loosen a nut on a clamp and pull the wheel out. Most American drivers won’t use this because the MGA cabin is small enough that the wheel is close to your body anyway.
The last thing to know about driving an MGA is that you will get frequent comments from admirers. You will never stop for gas without having a conversation about the car.
The Knowledge
dIf you have an early MGA with four-wheel drum brakes, it’s easy to upgrade to front discs. You can buy all the parts you need from the major British parts suppliers online. This upgrade is recommended if you plan to drive your MGA on classic car rallies or more than around town.
dAnother good upgrade is to add an electric fan. In summertime driving, an MGA will tend to overheat in
slow or stop-and-go traffic. Mount a fan on the front
of the radiator to push cool air through into the engine compartment. You can place the switch under the dash or use the fog light switch, if your car has one.
dUpgrading to the later 1.8-liter MGB engine is a common practice. The early MGB engines have a mechanical tachometer drive just like the MGA, so it’s nearly a drop-in upgrade. However, the pilot bushing in the flywheel is a different size and should be changed to accommodate the MGA transmission. Once installed, only an expert will know that you’re rocking the extra horsepower.
dThe doors, trunk lid, and hood of an MGA are all made of thin aluminum. Treat them gently.
dThe doors and trunk lids of MGAs are renowned for being misaligned from the factory. It’s nice if you can set them up so all the gaps are even and the bottom edges of the doors don’t stick out anywhere, but don’t get hung up on that.
dMGA coupes had carpet in the trunk area. Roadsters did not. Only a concours judge will care, however.
dMost MGAs have been repainted at some time. Although the MGA came in a rainbow of creative colors, most repaints ended up wearing black, red, or British Racing Green (which was never an original MGA color).
If you want to know an MGA’s original color, check the trunk first for original paint. Factory color was also part of the car’s serial number, which is stamped on an ID plate mounted next to the heater box in the engine bay.
dThe North American MGA Register (NAMGAR) has a wealth of detail information on all MGA models.
38Wayne CariniAffordable Classics