Thanks everyone for replying I always wanted one as my grandpa had one in his garage since before my parents where married. I never saw it but I googled what it looks like and was in awe. I never saw it because it was buried the most I saw was the left headlight I’ll post pics if anyone is interested

Hey guys quick question. I got a problem with my 2005 MG TF left Driveshaft. I was looking at a replacment part. Does anyone know if the MG F driveshaft is the same as in the TF? Because i can not really find one from a TF 135. Or was that drivesahft put in any other car i can look for? Or has someone an idea where i could get one?

Thanks in advance

Hello yall. I have decided that at some point I want to put a 25-50 shot of nos in my ‘75 MGB because it would be funny. Has anyone ever done this and how easy is it to rig up?

Hello y’all, it’s me… again. I was trying to clean out my distributor on my ‘75 B, and broke off this small metal tab on the distributor. What is it and what does it do. And most importantly, is it necessary

Just got our MG3 Hybrid, 2025 (Australia)

Has anyone purchased a dongle to allow wireless CarPlay? I bought one of the dongles but it doesn’t work, and then afterwards, my wired CarPlay doesn’t work - need to restart my car (sometimes twice).

Hello all,

I have a 1971 MGB GT that needs a water pump replacement. I am trying to identify the engine family in order to be able to order the correct part but I am little confused. My engine is a gold seal replacement one with the engine code being the one show in the photo.

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I will ordering parts from Limora and looking at their catalog they do offer two water pumps. I think the one I need is the second one (18GB/18GG engine). Can anyone please clarify this?

Link to catalog can be found here: https://www.limora.com/en/mg/mgb-1962-1980/cooling-system/water-pump-and-fan-to-august-1971/

As the title says, I need help identifying what is the leaking underneath my newly inherited 1973 MGB so I can get the right replacement part. Links to the part would also be appreciated!

Hi there, my car is MG ZS 2021 with 64,000 KM And i do the regular maintenance on time.

The car shakes significantly when it’s in neutral (N) and stationary. However, when I turn on the air conditioning, the shaking stops for about 10 seconds as the RPM slightly increases, then the shaking returns once the RPM drops back down and continues.

I hope u help me guys thanks.

Hey MGers, hope someone here can help figure out something about my car? I have a preproduction press car with a vin ending in 230. Now I have heard elsewhere that MG production vin starts at 251 as a throwback to the old Abingdon plants phone number. So how many do they generally make? If mine is 230 does than mean they made 20 and mine is the first produced?

Good morning all! I want to get a boot rack for my 72 Midget, and MGOC Spares has both a stainless steel and a chrome type for sale. They are the same price, so which would be better to get? Thank you.

Warsaw, Indiana, is rightfully known as “The Orthopedic Capital of the World”; it is there that the bulk of the world’s artificial joints and other medical devices are designed and manufactured.

Seventy years ago, however, Warsaw was also known as the home of Stanley Arnolt, Jr., and headquarters of his eponymous Arnolt Corporation, where he oversaw his many enterprises, which included tubular steel products, Sea-Mite Marine engines, aircraft equipment, spotlights, bomb racks, and more.  

Up the road a bit, in his Chicago hometown, was S.H. Arnolt Corporation, Midwest Distributors for MG and other British cars. 

Arnolt wasn’t his given name: Aronoff was, but given his entrepreneurial bent, “Arnolt” sounded less Jewish to more, >ahem< “discerning” Midwestern minds, and, anyway, young Stanley decided to forego his education at the University of Wisconsin and put his fertile business and engineering mind to work. 

It was in 1938, with storm clouds already brewing in Europe, when Stanley procured rights to the humble Sea-Mite Marine engine for next to nothing. He attached it to an inflatable raft, and sold the concept to the Department of Defense, just in time for the start of World War II. 

For the record, Arnolt came by his nickname naturally when, in 1938, he made a solo trip to Chicago from St. Joseph, Michigan, in a Sea-Mite powered rowboat. A Naval procurement specialist wondered aloud “who that wacky son-of-a-bitch out there on Lake Michigan in a beat-up 13-foot rowboat” might be. It was, of course, Stanley Arnolt who brashly stepped from the rowboat, asked for, and received, a lucrative Sea-Mite contract.

Wacky parlayed that contract into much professional success. 

As Midwest distributor for MG and others, Arnolt was busy buying and selling sports cars and eventually he purchased a sports car accessories company to go along with it all. Wacky and crew became common faces at many Midwestern sports car races and, later, at Sebring. And why not? It was fun.

Candidly, however, none of that was fun enough. Being a manufacturer himself, Wacky wanted a car with his own name on it. He packed a suitcase and purchased an airplane ticket to Turin for the 1952 auto show with precisely that aim in mind.

Imagine the scene: Confidently in strode Wacky, in style-conscious Turin, clad in a shiny sharkskin suit, cowboy hat and tall-heeled boots, standing out as conspicuously as a turd in a punchbowl at the senior prom. 

By now the story behind the fateful meeting of Wacky Arnolt and Nuccio Bertone is oft-told and familiar: Bertone’s company was down on its heels with bill collectors at the door. Nuccio had sunk his last lire into a couple of MG TD chassis in hopes of landing a styling contract: One was turned into a stylish coupe reminiscent of a Ferrari Mexico while another formed the basis of a convertible.

Both were exceedingly well-built and achingly pretty.

Only the hallmark upright MG grill and TD taillights remained. Gone was the square-rigged shell of old, replaced with a new design that was sleek and modern. Underneath, however, it was all traditional MG, which was fine, actually, as the TD was then the world's best-selling sports car, and besides Bertone was showing the cars in hopes of landing other styling jobs, not selling the cars themselves.

Imagine the relief Bertone felt when Wacky strode up to him and confidently proclaimed that “…I want to buy these cars.”

Bertone was happily dazed, for their sale meant that much-needed capital was secured for his workforce that would keep the doors open for another few months at least, and he told that to Wacky.

“No, no,” Wacky retorted. “You don’t understand me. I’m a distributor in the US. I want to buy a hundred of them.”

Bertone may or may not have fainted but could be forgiven if he did. Wacky’s order saved the Turin builder from certain bankruptcy.

A total of 103 Arnolt-MGs were built before chassis supplies at Abingdon dried up and Wacky’s attentions turned to building a handful of Arnolt-Bristols, Arnolt-Aston Martins, and even an Arnolt-Bentley or two. Pre-war grand prix champion and famed restauranteur Rene Dreyfus was hired to run his racing equipe, primarily at Sebring (which took class honors).

It’s doubtful that Wacky ever recouped his losses, but that was never the point, really. To Wacky, simply making it all happen and having a bit of fun along the way was reason enough.

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The previous owner gave it to me as a gift when I bought the car. The gentleman said: “do you like beer?” I answered: “while driving?”. He replied, yes, back and went inside to retrieve this glass.

So recently i bought my first car a mg zr tag heuer i wanted to know what the tag heuer 11/200 sticker means and also the car when sold to me the owner said the engine had been swapped for a mg tf 135 engine i wanted to know how i can check that and what to look out for from the engine swap Thanks in advance

My father flew his white 1956 MG GT hatchback from London in 1979 when he relocated to the US. At some point he parked it in our garage where it’s remained for decades.

It’s currently sitting in his garage under the usual garage ephemera.

He often reminisces about the days you raced around in that vehicle! As a gift to him, I’d love to restore it or have it restored. Are their garages that specialize in MG’s that I should contact? If it possible the car is too far gone to even attempt a restoration? Where should I begin?

Thanks in advance for your patience and happy holidays.

Hello yall. This weird looking part holds my throttle cable in. But it’s super loose and doesn’t feel like it’s the right part. Any idea where I can get a better one?

Hello y’all. Me and my buddy got my junkyard ‘75 MGB to sputter and backfire but it didn’t actually run. The car has a freshly rebuilt Weber carb so that’s not the problem. Maybe ignition/timing related?

You can find the build @WideMG on TikTok, instagram, YouTube, and lemon8

Having worked its way through the automotive alphabet, caretakers of the MG marque knew that the square-rigged shapes of the past would no longer do. As evidenced by the success of the Austin-Healey 100 and Jaguar XK 120, the sports car market, which MG had almost single-handedly developed, had moved on. Pretty though the were, the T-Types of the day evoked feelings of dewy-eyed pre-war nostalgia precisely when customers were witnessing the dawn of the Space Age.

MG was out of step, and the sales charts showed it. Clearly, something must be done. Thankfully, something was.

Waiting in the wings (for years, mind you) was the lovely MGA, the car Managing Director John Thornley and Chief Engineer Syd Enever really wanted to build, and would have, if the damnable Leonard Lord hadn't nixed the idea in favor of producing the Austin-Healey 100 instead.

The MGA was a clean break with MG tradition.

With styling clearly based on EX 172, an Abingdon-built LeMans Special commissioned by George Phillips, later road registered as UMG 400, using a surplus MG TD chassis. As a result, the driver sat rather high in the windstream, defeating the purpose of aerodynamics. But the way forward was clear: Streamlining, then more art than science, was the way to go.

Sufficiently encouraged, Thornley approved a budget and Enever set about designing a bespoke chassis, with EX 175 quickly coming to shape. This was very nearly the final form of the MGA, save for a few sundry tweaks and modifications, the most significant being replacement of the 1500 cc XPAG engine with a 1489 cc pushrod B-series Austin engine as used when introduced.

"The car very nearly designed and engineered itself," one wag said. "It offered no fuss."

Roadholding was superb, with the chassis being "splendidly overbuilt" in typical Syd Enever fashion. "Safety Fast," after all. By 1952, all seemed set.

Alas, timing is everything, and Len Lord, the irascible rascal that he was, had just signed an agreement to market the Healey 100, which put paid to the MGA's planned introduction, at least for a while.

With howls of protests coming from its largest market --- the USA --- Lord eventually capitulated, and the MGA was unveiled to a drooling public in 1955. Abingdon workers had the last laugh, though: Healey production was transferred there from Longbridge to better keep up with demand and quality control.

In time, the MGA would evolve: the 1489 cc engine begat the 1588 cc and, later, 1622; a sweet Twin Cam variant was also briefly offered, but clueless Americans had no idea how to keep the things in tune and warranty claims put paid to all the fun. A mere 2111 were produced.

Leaving aside its good looks, poise, and rarity, MGAs may just be the perfect MG to have in today's world: Infused with that indefinable "Abingdon Touch," they are relatively cheap and plenty cheerful in the best Safety Fast tradition.

Yes, you might have to pay less for a better, more modern and soulless sports car, but really, why would anyone want to?

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Octagonal enthusiasts the world over have long recognized MG's P-Types as a pre-war pinnacle of sorts. Produced at Abingdon from 1934 through 1936 during a brief burst of creative freedom unfettered by corporate interference, the PA and PB were marque founder Cecil Kimber's finest expression of what the brand could be.

The P-Type set the template for MGs to come. In celebrated MG fashion, it featured the "coffin riding on four harps" theme, and featured tall wheels, an exposed gas tank, and a prominent, upright grill. A folding windscreen completed the effect. Throw the celebrated OHC (!) inline-four 43 bhp (!!) 939 cc (!!!) twin-SU (!!!!) Midget engine into the discussion and you have what must be the final incarnation of pre-war MG sophistication at its best. Just 526 were produced, a number reflecting the depressionary times of the day.

Happily, Kimber was a natural marketer skilled at moving metal. He had an innate eye for design, and noted with interest the development of the streamlining trend then sweeping the automotive industry. An industry connection shaped one of the most alluring forms ever to be draped upon an MG chassis. The result: The P-Type Airline Coupe, designed by H.W. Allingham and lovingly hand-crafted by Carbodies of Coventry.

Despite using the same tiny 87.25-inch wheelbase as the more familiar MG roadsters, the Airline Coupe's profile remains tastefully elegant, with the curves of its roofline contrasting delightfully with the classically upright MG grille. A trio of “cathedral” skylights were cut into the sliding sunroof panel, an appealing Art Deco detail, while the wind-out windshield provides additional ventilation on pleasant days.

Prospective Airline Coupe buyers were, then, tempted with luxury in a miniature package, all riding on a competition-proven sporting chassis. Despite its diminutive size, however, its price tag was itself hardly miniature; as a result, many shoppers sacrificed the MG's style in favor of practicality. Simply put, larger cars were available for less.

Little wonder, then, that the Airline Coupe was rare even when new. Fifty-one in all are thought to have been built in total on a variety of MG chassis, although there is question. A mere 14 were known to have been built on PB chassis; alas, some were restored as roadsters, their precious Airline Coupe bodies recklessly discarded.

A pity. For grace and pace, if not space, the Airline Coupe is hard to beat.

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