CELEBRATING THE FIRST MG A—ITS MISSING LINK HERE AT SIMANAITISSAYS PART 2

YESTERDAY, WE PRESENTED ABINGDON WORKS DETAILS of the MG A. Today are tidbits gleaned from R&T’s December 1955 road test of this new Abingdon product. 

A Changing U.S. Scene. R&T observed, “With the middle ’50’s slipping by and sports cars of many breeds a common-place sight throughout the U.S., it is easy to forget that one car started it all just about single-handed—the MG Midget. Many people who owned one of the post-war TC models still prize the lean, unsoftened lines and rugged springing above anything the company subsequently produced.”

“But,” R&T continued, “as the fringe of sports car enthusiasts broadened away from the hard purist core, the American demand for comfort and power brought about concessions and compromises as shown in the TD, TF and TF-1500. Now, with the 1956 MG ‘A’ (described last month), the break with tradition is complete.” 

“Handsome plastic top has large rear window,” R&T noted. This and following images from R&T, December 1955.

Not Stretching a Point. Early on in its road test, the magazine enthused, “The car is indeed ‘all new,’ and we feel that early enthusiasm for appearance can now be augmented by the knowledge of its very surprising performance. We also feel it is not stretching a point to say that anybody who likes anything about a sports car will be more than pleased with the new MG.” High (and editorially early) praise indeed.

Even the trunk was usable. 

Topping It Out. R&T observed, “Today’s emphasis on sheer top speed may be deplorable, but the fact remains that it is extremely important to many sports car buyers. Accordingly, when we arrived at our timing strip with the test car the usual order of business was delayed until we had made a high speed run.”

Gee. Just like my generation of R&T testers.

“The result,” the magazine reported, “was a very gratifying 9.2 seconds for the flying 1/4 mile, equivalent to 93.5 mph. There was a very light breeze blowing and a run in the opposite direction recorded 97.5 mph. The tachometer showed about 5400 rpm on the slower runs, 5600 rpm on the two fastest trials. These runs were of course made with the top erected and side-curtains installed, as per our standard procedure.”

What’s a side-curtain, Grandpa?

“The corrected speedometer readings and true acceleration data are tabulated in the data panel, but the improved performance is best illustrated by the following comparison with our December, 1954, road test of the TF/1500.”

“Here,” R&T observed, “it is interesting to note how streamlining pays off, for the % gain (reduction in acceleration time) improves as the speed increases. Without a doubt the smoother contours are also responsible for the improvement in highway fuel consumption which we found to be slightly over 20% better when cruising over an identical route at 65/75 mph.”

Accommodations. “So much for absolute performance,” R&T recounted, “what is the new car like to drive? Getting into the car, especially for the driver, is a little difficult, but once seated the new lower position is immediately noticeable. There is more pedal room, especially for the accelerator foot, but unfortunately the steering wheel interferes with the legs of a tall driver.” 

A Personal Recollection. In my pre-car-owner teens, I’d occasionally scam use of Dad’s ’55 Ford convertible by driving him to work and back—and having use of the car in between. Furthering the scam, I would hunt around foreign car dealers and con test drives of interesting machinery. 

What with my long torso/short legs, I experienced no such steering wheel interference with the MG A. Alas, the MG’s price, even second-hand, was far out of range for my first car, though this didn’t preclude my test drive. (And, in truth, steel-worker Dad had even consented to considering a foreign car.)

The MG’s Handling. The magazine recounted, “As always the MG is still the perfect car for the tyro-enthusiast. It handles faultlessly and can be cornered and drifted by a beginner almost immediately. Compared to a car with independent rear suspension, the MG rear end drifts out rather more easily than expected, but there is neither understeer nor oversteer.”

I don’t recall citing this characteristic in my pitch to Dad about an appropriate machine.

R&T’ Critical Eye. The magazine concluded, “If you look over the MG ‘A’ with a critical eye, drive it and note the price tag—you will probably ask the same question we do: How are they going to supply enough cars to meet the demand?”

Well, Dad and I did our part resolving this supply/demand quandary by pricing the MG A out of our consideration. ds

© Dennis Simanaitis, SimanaitisSays.com, 2025