Five Classic Trials

The Twin Cam might’ve been a misstep for MG, but its MGA 1600 – launched 60 years ago in May 1959 – did a much better job of moving its original 1950s gamechanger forwards

MGA 1600 Roadster

Three years into production, the MGA 1500 was enjoying healthy sales, particularly in its make-orbreak US export market. However, there were enthusiasts who demanded more: more speed, more flexibility, better brakes.

Abingdon’s first attempt to cater for this market was the MGA Twin Cam – a sensational sports car that slashed the benchmark-setting 0-60mph time of the MGA 1500 by almost six seconds. Unfortunately, with its sophisticated powerplant came reliability issues, which in period irreparably damaged the car’s reputation. As such, just 2111 were built – a fraction of the total 101,000 MGAs sold.

Step forward the MGA 1600. Although outwardly no different from the 1500 (or Twin Cam) it’s what can’t be seen that makes all the difference. Before we get to those mechanical improvements, it’s impossible

not to admire the styling. The MGA’s slippery shape is accentuated by restrained use of chrome, while the raked grille and screen hint at its sporting nature.

There are no door handles – entry is afforded by the pull cord in the door recess. The driver then slides his or her left leg under the large steering wheel. The straightlegged, bent-arms driving position is not as cramped as some of its rivals, perhaps owing to the slim and functional dashboard. The slightly curved bucket seats are comfy too.

The bored-out 1588cc B-series engine fires with a press of the starter. Release the fly-off handbrake and what soon becomes apparent is that the MGA 1600 is not geared to be quick in terms of point-to-point acceleration (it has a respectable, if not startling, 13-second 0-60mph time) but how easily it reaches the national speed limit and how responsive the throttle remains at these speeds. The engine needs to be spinning above 3000rpm to get any sort of immediate response, but even as low as 1500rpm in fourth it pulls smoothly and without protest.

The real fun comes from pressing on. Up to 4000rpm, the engine note becomes a higher-pitched snarl, and in this part of the rev range the acceleration feels nicely lively. Keeping it in this sweet spot is made easier with downchanges using the stubby gearstick. Throws are short, but sharp, punchy inputs ensure that changes feel slick.

Then there’s the brakes. In place of the front drums are 11-inch Lockheed discs offering the driver far greater confidence, not necessarily because the braking force they apply feels any stronger (they still require a firm press of the pedal) but because they are smoother, more feelsome and progressive. Tipping the scales at 940kg, the MGA 1600 is not an especially heavy car to bring to a halt, regardless of which braking set-up is fitted.

The steering is low-geared and quick, requiring only small movements at the wheel. It’s not fingertip-light but, being a rack-and-pinion set-up, it’s wonderfully precise, allowing the driver to make the most of this low-slung sports car’s lithe handling and limpet-like grip. That it does all this without being overly firm is also worthy of praise. This MGA rides beautifully. It’s stable on the straight and there’s no scuttle shake from what is a remarkably solid structure. Uneven roads result in a small amount of wander in the steering that’s easily corrected. And that’s it.

With an open road in front of you, you can feel any stresses melting away. And that’s perhaps the best compliment we can pay it – it’s fun when you want it to be and supremely easy to pilot when you don’t.