Buying Guide

MG TA/TB

Abingdon’s earliest T-types offer a lot of B-road fun for the money; while they offer an unashamedly 1930s driving experience, they’re also hugely entertaining, and supported by a wealth of club experts and specialists.

It can be difficult for the untrained eye to distinguish between a 1930s MG TA and a 1950s TF, but they are very different cars to drive, with the TA and TB’s more vintage driving experience reflecting their purer external appearance. They’re not exactly fast either – the TA’s MPJG

engine produces around 50bhp – but the chassis couldn’t handle much more than that anyway. Things get frantic as you approach 60mph and it has a tendency to wander in a straight line, so it’s far better to slow down and let it find its own path, guiding the large steering wheel with a light touch. That steering can feel heavy and somewhat vague, but the brakes prove more than up to the task, despite comprising fairly small drums all round.

Slide into the cabin and you’ll find things are snug but perfectly comfortable, with bags of period charm to boot. From the sprung steering wheel to the small but well stocked dashboard, it truly evokes the flavour of motoring from yesteryear. Better still, having such diminutive dimensions means that you’ll find every switch and control within easy reach.

It’s one of the best-value routes into the livewire thrills of preWWII sports car, and it’ll be welcome at virtually every show and run across the UK. Here’s what to look out for if you’re thinking of

buying one.

‘Buying a TB brings synchromesh for the top three gears’

HOW ARE THE LEAF SPRINGS? CHASSIS CHECKS GETTING INTO GEAR Leaf springs and lever arm dampers feature all round, and regular greasing of the phosphor-bronze bushes is vital. Check for evidence of worn front axle trunnions and broken mounting bolts. Badly worn mountings can allow the spring to strike the fuel tank with dangerous consequences for the handling and – potentially – the retention of petrol. The Bishop steering box is known to wear quickly and is often overadjusted to cure excessive play. Examine the chassis for corrosion, paying particular attention to the fit of the body panels; misalignment could indicate a terminally twisted chassis. The bonnet’s centre hinge should align with the joint in the scuttle. Chassis flex is an issue – get the car onto a ramp because there is a weak spot in the gearbox area where a strengthening box section can crack. New ones aren’t available, so you’re looking at extensive repairs or having a new one made. Transmissions are strong, but the TB has a useful extra synchromesh. A TA clutch is a cork item that runs in an oil bath, while the TB gets a conventional item. Neither gives trouble unless abused. Gearbox internals, especially for the TA, are getting a bit scarce, so be wary of a unit that sounds or feels tired – if it pops out of gear, leaks oil or whines loudly, beware. Fitting a Ford Sierra Type 9 five-speed gearbox for quieter cruising is a popular mod.